Training Manual A319 / A320 / A321 ATA 21 Air Conditioning ATA Spec. 104 Level 3
Book Book No:
LH A319/2 A319/20/2 0/21 1 21 L3 E
Lufthansa Technical Training GmbH Lufthansa Base
Issue: Issue: June June 1996 1996 For Training Purposes Only Lufthansa 1995
For training purpose and internal use only. Copyright by Lufthansa Technical Training GmbH. All rights reserved. No parts of this training manual may be sold or reproduced in any any form without permission of:
Lufthansa Technical Training GmbH Lufthansa Base Frankfurt D-60546 Frankfurt/Main Tel. +49 +49 69 / 696 41 41 78 Fax +49 69 / 696 63 84 84 Lufthansa Base Hamburg Weg beim Jäger 193 D-22335 Hamburg Tel. +49 40 / 5070 24 13 Fax +49 40 / 5070 47 46
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AIR CONDITIONING INTRODUCTION
A319 / A320 / A321 21-00
ATA 21
AIR CO CONDITIONING
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AIR CONDITIONING INTRODUCTION
21-00
21-00
INTRODUCTION
PURPOSE The air conditioning system maintains the air in the pressurized fuselage compartments at the correct levels of : pressure, temperature and freshness. Under normal conditions, the pneumatic system supplies air to the air condtioning system from: the main engine compressors, the APU compressor, a high pressure ground air supply unit. The hot compressed air is cooled, conditioned and delivered to the following fuselage compartments: Flight Compartment Passenger Compartment Avionics Compartment Cargo Compartment The air is then discharged overboard through the outflow valve 10HL. Conditioned air can also be supplied to the distribution system through a low pressure ground connection. A ram-air inlet supplies emergency air to the fuselage should the air generation system malfunction during flight.
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A319 / A320 / A321
Air Conditioning Sub systems The air conditioning system includes the following sub systems : Lavatory / galley ventilation system system Avionics Equipment Ventilation Pressurization Control Aft / FWD Cargo Heating ( option ) not installed at LH. Aft Cargo Ventilation Ventilation ( only on LH A320 A320 aircrafts )
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AIR CONDITIONING INTRODUCTION
21-00
AIR CONDITIONING
DISTRIBUTION
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A319 / A320 / A321
PRESSURIZATION CONTROL
VENTILATION
CARGO VENTILATION CONROLLER
CABINE PRESSURE CONTROLLER ( 2 ea )
AVIONIC EQUIPMENT VENTILATION CONTROLLER LAVATORY LAVATORY & GALLEY G ALLEY VENTILATION Fig Figure 1
Intr ntroduc duction
TEMPERATURE CONTROL & COOLING ZONE CONTROLLER PACK CONTROLLER ( 2ea )
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AIR CONDITIONING GENERAL
21-00 AIR CONDITIONING GENERAL The air conditioning system system operation in the A 319 / A320 / A321 aircraft is fully automatic. The air is supplid by the pneumatic system via : two pack flow control valves, two packs, the mixing unit ,which mixes the air coming from the packs and the cabin. It is then distributed to the cockpit and the cabin. The temperature regulation is optimized through the hot air pressure regulating valve and the trim air valves which add hot air tapped upstream of the packs to the mixing unit air. In an emergency, a ram air inlet can provide ambient air to the mixing unit. The temperature regulation is controlled by: One Zone Controller Controller ( 8HK ) Two Pack Controllers Controllers ( 7HH & 27HH ) Flight deck and cabin temperature can be selected from the AIR COND. panel in the cockpit. Low Pressure air can be supplied to the mixing unit by a ground connection.
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A319 / A320 / A321
Pack Flow Control The pack flow can be selected by the crew through the ECON P / B on A321 aircraft or through a pack flow selector on A320 aircrafts according to the number of passengers and external conditions. Depending on the external conditions the pack flow control control valve regulates for all flight phases the correct air quantity. - at sea level level on ground ground the normal normal mass mass flow of air air into the the pressuriz pressurized ed fuselage is 1.102 kg / s decreasing to 0.817 kg / s at a cabin pressure pressure of 752 mb ( 8000 ft) . This keeps the Volumetric flow constant constant at 0.926 cubicmeter / s.
Cooling and Temperature Temperature Control The bleed air enters the pack cooling path via the pack flow control valve and is ducted to the primary heat exchanger. exchanger. Then the cooled bleed enters the compressor section of the air - cycle mashine and is compressed to a higher pressure and temperature.It is cooled again in the main heat exchanger and enters the turbine section where it expands and in expanding generates power to drive the compressor and cooling fan. The energy removed during this process causes a temperature reduction, resulting in very low turbine discharge air temperature. The air is then routed to the mixing unit and then to the cabin zones. Trim air valves which are controlled by the zone controller optimize the temperature ( 18 °C - 30 °C ) by adding hot air. The zone controller computes a temperature demand according to the selected temperature and the actual zone temperature. A signal corresponding to the lowest demanded zone temperature is sent to the pack controller to achieve the required outlet temperature of both packs. When the cooling demand in one zone cannot be satisfied, if the bleed pressure is too low, the zone controller sends a pressure demand signal to both engines via the EIU‘s in order to increase the minimum idle and provide the necessary pressure. Provided the APU bleed valve is open, the zone controller sends a demand signal to the ECB in order to increase the APU flow output when any zone temperature cannot be satisfied. An avionic ventilation system, controlled by the AEVC provides cooling of the electrical and electronic components in the avionics compartment. Air from the cabin is ducted to the AFT cargo compartment. The Cargo ventilation controller controls the air via an inlet and outlet isolation valve and a blower and extract fan. Lavatory and gally are ventilated with cabin ambient air. Air extracted by a fan, which is continuously running with electric power available, is exhausted near the outflow valve.
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AIR CONDITIONING GENERAL
A319 / A320 / A321 21-00
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Figur Figure e2
Simp Simpli lifi fied ed Air Air Condi Conditio tioni ning ng Sch Schem emat atic ic
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AIR CONDITIONING GENERAL
21-00
21-00
PANEL DESCRIPTION
AIR COND. PANEL 30VU The panel description is the same for A321 for A321 except except for the pack flow selector.
1 Zone temperature selectors - 12 o’cloc o’clock k positi position on : = 24 C ( 76 F ) - COLD positi COLD position on : = 18 C ( 64 F ) - HOT position HOT position : = 30 C ( 86 F )
2 HOT AIR P / B switch ON ( P / B switch in ) : The electro / pneumatic pneumatic trim air pressure pressure regulating valve regulates hot air pressure to the hot air manifold. OFF ( P / B switch out ): ” OFF ” light illuminates white. The trim air pressure regulating valve closes and the 3 trim air valves closes. The FAULT FAULT circuit ( Duct Overheat circuit ) is resetted. resetted. y l n O s e s o p r u P g n i n i a r T r o F
A319 / A320 / A321
FAULT : FAULT : The ” Fault ” light illuminates illuminates AMBER, AMBER, associated with ECAM caution, when duct overheat is detected ( 88 C or 80 C four times during one flight ) The trim air pressure regulating valve and the 3 trim air valves close automatically . The ” FAULT FAULT ” light extinguishes, when temperature temperature drops below 70 C and OFF is selected.
3 PACK Override P / B switch ON ( P / B switch in ) : the pack flow flow control valve is electro / pneumatically pneumatically automatically controlled. controlled. lt opens in the following cases : - upstre upstream am pressu pressure re >10 >10 psi. - no A ACM CM c compre ompressor ssor outlet outlet overhea overheatt ( 230 230 °C ) - no engin engine e start start seque sequence nce . Both valves close by an electrical signal when: the MODE selector is set to IGN / START START when on ground. ground. ( valves rereopen if MASTER sw or MAN START START P / B sw are not set to ON within 30 sec ) the ENG MODE selector selector is set to IGN / START START ( or CRK ) and when on either engine : - the Master Master switch switch is set to to ON ( or MAN START START P / B sw is set to to ON ) - the start start valve valve is is open, open, and N, < 50 50 %. On ground, the valves valves reopening is delayed 30 sec ( after start valve closure ) to avoid a supplementary pack closure cycle during second engine start. - one side engine engine fire P / B depressed depressed - DITCHING selected DITCHING selected OFF ( P / B switch out ) : OFF light illuminates white and the pack flow control valve gets an electrical signal to move to the close position. FAULT: AMBER, associated with ECAM caution, when : Illuminates AMBER, - the pack flow control control valve valve position position disagrees disagrees with selecte selected d position position or - in case case of compressor compressor outlet outlet ( 4 times times 230 °C or 260 °C ) or - Pack Pack outl outlet et overhe overheat at ( 95 95 °C ) condition
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AIR CONDITIONING GENERAL
A319 / A320 / A321 21-00
4 1
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3
1
2 1
5
Figu Figure re 3
3
Air Air Cond Condit itio ioni ning ng Pan Panel el 30 VU
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AIR CONDITIONING GENERAL
21-00 AIR COND. PANEL 30VU The panel description is the same for A321 for A321 except except for the pack flow selector.
4 PACK FLOW selector selecto r
Permits selection of pack valve flow according to number of passengers and ambient conditions ( smoke removal, removal, hot or wet conditions ). - LO ( 80 % ) - NORM ( 100 % ) - HI ( 120 % ).
The manual selection is irrelevant in single pack operation or with APU bleed supply. In these cases, HI is HI is automatically selected.
If LO is LO is selected, the pack pack flow can be automatically automatically selected up to 100 % when the cooling demand cannot be satisfied.
5 RAM RAM AIR P / B switch ( guarded guarded )
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A319 / A320 / A321
ON ( P / B switch in ) : the ON light illuminates blue. Provided the DITCHING P / B sw on the CABIN PRESS panel is in normal position : - The RAM air inlet inlet flap opens operated operated by an electrica electricall actuator. actuator. - If Delta P = > 1 psi : the outflow valve control control remains normal - If Delta P = < 1 psi : the outflow valve opens opens to 50 % OFF ( P / B switch out ) : The RAM air inlet closes. NOTE: If the Ram Air Inlet is opened on ground, the outflow valve will close to 50 %.
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AIR CONDITIONING GENERAL
A319 / A320 / A321 21-00
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3
1
2 1
5
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3
Air Air Cond Condit itio ioni ning ng Pan Panel el 30 VU
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AIR CONDITIONING GENERAL
Differences
21-60 A321 DIFFERENCES ON AIR COND, PANEL 30VU ECON FLOW P / B Switch This P / B switch permits economy or normal normal flow according according to number of passengers and ambient conditions ( smoke removal, hot or wet conditions ). ON ( P / B switch in ) : ON light illuminates white. ECON Flow is selected selected ( equal to 100 % ). OFF ( P / B switch out ) : Normal flow is selected.Normal flow provides 20 % more than ECON Flow. NOTE : The NORMAL FLOW is automatically selected : in single pack operation with APU bleed supply or when cooling demand cannot be satisfied.
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A321-132
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AIR CONDITIONING GENERAL
A321-132 Differences
21-60
ECON FLOW P/B
ECON FLOW
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A321 A321 Air Air Cond Condit itio ioni ning ng Pan Panel el
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AIR CONDITIONING GENERAL
320-211 21-60
ECAM BLEED PAGE DESCRIPTION
1
PACK OUTLET TEMPERATURE
4
Indication is green . Becomes amber if the outlet temperature is above 90 °C
2
PACK COMPRESSOR OUTLET TEMPERATURE
- DISP DISPLA LAYE YED D IN IN GREEN GREEN = NORMAL TEMP. - DISP DISPLA LAYE YED D IN IN AMBER = ≥230° C
RAM AIR INLET
- XX ( AMBER ) = TEMPERATURE NOT VALID
DISPLAYED IN GREEN = FULLY OPEN IN FLIGHT
DISPLAYED IN AMBER AMBER = FULLY OPEN ON GROUND
DISPLAYED IN GREEN GREEN = FULLY CLOSED
DISPLAYED IN AMBER = VALVE VALVE OPEN AND DISAGREES
( AMBER ) = INLET IN TRANSIT
5
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PACK FLOW
INDICATION IS NORMALLY GREEN. BECOMES AMBER IF PACK FLOW CONTROL VALVE IS CLOSED.
6
PACK FLOW CONTROL VALVE
DISPLAYED IN GREEN = VALVE NOT CLOSED
DISPLAYED IN GREEN = VALVE FULLY CLOSED
PACK BY PASS VALVE POSITION
INDICATION IS GREEN
- C = COLD
VALVE CLOSED
- H = HOT
VALVE OPEN
XX
( AMBER ) AMBER ) = VALVE VALVE POSITION NOT AVAILABLE AVAILABLE DISPLAYED IN AMBER = VALVE FULLY CLOSED AND DISAGREES
( AMBER ) = VALVE IN TRANSIT
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AIR CONDITIONING GENERAL
320-211 21-60
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Figur Figure e6
ECAM ECAM Ble Bleed ed Pag Page e (Pac (Pack k Flow Flow and and Cool Coolin ing g)
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AIR CONDITIONING GENERAL
320-211 21-60
ECAM BLEED PAGE DESCRIPTION
1
ZONE CONTROLLER FAULT INDICATION
ALTN. MODE ( GREEN ) : PRIMARY ZONE CONTROLLER FAULT PACK REG ( GREEN ) : ZONE CONTROLLER FAULT ( BASIC REGULATION BY PACKS ONLY ) NO INDICATION : ZONE : ZONE CONTROLLER NORMAL OPERATION OPERATION
6
DISPLAYED IN GREEN = VALVE FULLY CLOSED PB AT ON
DISPLAYED IN GREEN = VALVE NOT CLOSED XX
2
DISPLAYED IN AMBER AMBER = VALVE POSITION DISAGREES
ZONE TEMPERATURE
( OPEN )
( AMBER ) = VALVE IN TRANSIT
DISPLAYED IN AMBER = AMBER = VALVE FULLY CLOSED PB AT OFF
INDICATION IS GREEN INDICATION AMBER AMBER XX FOR FWD / AFT CABIN TEMPERATURE TEMPERATURE WHEN LAV. & GAL. FAN IS INOP.
OR VALVE POSITION DISAGREE.
7 4
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ZONE DUCT TEMPERATURE
NORMALLY GREEN BECOMES AMBER WHEN DUCT TEMPERATURE TEMPERATURE REACHES 80°C.
5
( AMBER ) AMBER ) = VALVE VALVE POSITION NOT AVAILABLE AVAILABLE
APPEARS AMBER IF FAULT DETECTED
3
CABIN FAULT INDICATION
HOT AIR PRESSURE REGULATING VALVE POSITION
ZONE TRIM AIR VALVE POSITION
INDICATION IS GREEN BECOMES AMBER XX IF CORRESPONDING SIGNAL IS NOT AVAILABLE.
TEMP.
UNIT OF MEASURE ( °C or °F ) IS INDICATED IN CYAN.
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320-211 21-60
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Figu Figure re 7
ECAM ECAM Con Cond. d. Pag Page e (Tem (Tempe pera ratur ture e Contro Control) l)
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AIR CONDITIONING GENERAL
320-211 21-60
ECAM WARNIGS
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AIR CONDITIONING GENERAL
320-211 21-60
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Warni arning ngs s and and Caut Cautio ions ns
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AIR CONDITIONING GENERAL
320-211 21-60
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Rear Rear C/B C/B Pan Panel el 122 122 VU VU
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AIR CONDITIONING GENERAL
320-211 21-60
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Over Overhe head ad C/B C/B Pan Panel el 49VU 49VU
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AIR CONDITIONING GENERAL
A319/320/321 21-00
21-00
GENERAL
AIR COND. BASIC SCHEMATIC DESCRIPTION 1
Pack Flow Control Valve ( 11HB / 8 HB ) :
Electro pneumatic venturi type valve.
Fail safe open opens when press > 10 psi and no ACM OVHT ( > 230 °C ).
2
11 Compressor Discharge Temperatur Temperatur Sensor ( 12HH / 32HH ) :
Pressure Sensor ( 10HB / 9HB ) : used for pack controller to create the airflow indication on ECAM ( Bleed Page ).
12
3
Mixer Flap Actuator Actuator ( 20HB ) : Opens when pack 1 selected selected to ” OFF ”.
4
used for pack air flow Selection. Pack Inlet Pressure Sensor Sensor ( 16HH / 36HH ) : used for FADEC to modulate ENGINE bleed bleed idle.
6
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Bleed Temperature Temperature Sensor ( 18HH / 38HH ) : used for CFDS ( in case case of OVHT at pack inlet ( > 280 °C) ).
7
Primary Heat Exchanger Exchanger ( 10HM6 / 11HM6 11HM6 ) :
8
Main Heat Exchanger ( 10HM7 / 11HM7 11HM7 ) :
9
Air Cycle Machine ( 10HM1 / 11HM1 11HM1 ) :
10
Bypass Valve Valve ( 10HH / 30HH ) :
Flow Selector ( 5HB ) :
5
electrical operated valve.
the sensor monitors the ACM compressor outlet temperature. If the temperature is: - 4 tim times es > 230 230 °C PACK FAULT warning appears. - > 260 °C PACK OVHT warning appears.
the sensor monitors the ACM compressor outlet temperature for the ECAM indication ( BLEED PAGE PAGE ). the sensor also monitors the ACM compressor outlet temperature. If the temperature is : - 4 tim times es > 230 230 °C PACK FAULT warning appears. - > 260 °C PACK OVHT warning appears.
13
Compressor Overheat Temperature Temperature Sensor ( 15HH / 35HH ) :
Compressor Pneumatic Overheat Overheat Sensor ( 10HM9 / 11HM9 11HM9 ) :
This sensor is a pneumatic thermostat which operates at a ACM compressor outlet temperature > 230 °C . At this temperature it starts bleeding the open pressure of the flow control valve.
14
Reheater ( 10HM3 / 11HM3 11HM3 ) :
15
Condenser ( 10HM2 / 11HM2 ) :
16
Water Extractor ( 10HM8 / 11HM8 11HM8 ) :
17
Water Injector ( 20HM / 21HM 21HM )
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AIR CONDITIONING GENERAL
A319/320/321 21-00
A3 Page see Appendix
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Air Air Cond Condit itio ioni ning ng Bas Basic ic Sche Schema matic tic
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AIR CONDITIONING GENERAL
A319/320/321 21-00
AIR COND. BASIC SCHEMATIC DESCRIPTION 18
monitors the water extractor outlet temperature for pack temperature control.
19
Anti Ice Valve ( 17HM / 37HH )
is a pneumatic operated valve.
21
26
used for ECAM indication ( COND PAGE PAGE ).
used for zone temperature control and duct OVHT detection. - four four time times s 80 80 °C the duct OVHT warning appears. - >88 °C the duct OVHT warning message appears.
28
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24
Zone Temperature Sensor ( 21HK,22HK,23HK ) :
used for zone temperature control. used for ECAM temperature temperature indication ( COND PAGE PAGE ).
Ram Air Inlet Actuator ( 8HH / 28HH ) :
30
Zone Temperature Temperature Selectors :
31
Mixer Unit Temperature Temperature Sensors ( 24HK,25HK ) :
Ram Air Outlet Actuator ( 9HH / 29HH ) : Trim Air Pressure Regulating Regulating Valve ( 14HK )
is an electro-pneumatic operated valve.
25
Duct Overheat Sensor Sensor ( 18HK,19HK,20HK ) :
used for duct OVHT detection. - four four time times s 80 80 °C the duct OVHT warning appears. - >88 °C the duct OVHT warning message appears.
29
22
Duct Temperature Temperature Sensors ( 15HK,16HK,17HK ) :
Pack Outlet Pneumatic Sensor Sensor ( 10HM10 / 11HM10 11HM10 ) :
is a pneumatic thermostat which controls the anti-ice valve in case of a pack controller fault. ( the anti-ice valve regulates the pack outlet temperature to 15 °C ).
Trim Air Valves ( 8HK,11HK,13HK ) :
electrical operated valves controled by the zone controller.
27 Pack Discharge Temperature Temperature Sensor ( 13HH / 34HH ) :
monitors the pack outlet temperature for ECAM. If temperature: - > 95 °C the PACK OVHT warning appears.
20
Water Extractor Temperature Temperature Sensor ( 11HH / 31HH ) :
used for pack outlet temperature demand control.
32
Zone Controller ( 8HK ) :
33
Pack Controller ( 7HH, 27HH ) :
Hot Air Pressure Pressure Switch ( 26HK )
sends a signal to the zone controller if trim air supply pressure is more than 6,5 psi ( 0,45 bar) above regulating pressure. ( used as a monitoring monitoring signal for CFDS )
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AIR CONDITIONING GENERAL
A319/320/321 21-00
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Figur Figure e 12
Air Air Cond Condit ition ionin ing g Bas Basic ic Sche Schema mati tic c
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AIR CONDITIONING AIR COOLING
A319/A320/A321 21-50
21-50
AIR COOLING
AIR COOLING The fresh air quantity for air conditioning is defined by heating and cooling requirements. The bleed air supply is always at a higher temperature temperature ( max 200 °C ) than that required for passenger comfort. The air cooling is accomplished by two air conditioning packs. Each pack includes two heat exchangers which use ambient ram air air as a heat sink, and a three-wheel air cycle machine ( Compressor, turbine and fan ), a high pressure water extractor circuit and a bypass valve. The two heat exchangers are attached to the cooling ram-air inlet and outlet. Each inlet and outlet have a regulator flap which operates automatically to control the cooling airflow through the heat heat exchangers ( the inlet flap follows the outlet flap ). During take off and landing phases, the ram-air doors are closed to prevent ingestion of foreign matter which may damage or contaminate the heat exchangers.
PACK 1 & 2 Location
LOCATION : The packs 10HB and 11HB 11HB are installed in two unpressurized compartments in the lower fuselage section in front of the main landing landing gear bay ( Zone 190 ). Access is gained for each pack through 2 access panels ( L / H pack 191 PB, 191 KD, R / H pack192 KB, 192FB ) It is also possible to change the complete pack through this access panels. The air conditioning pack weighs approx. approx. 79 Kg ( 180 lb ). y l n O s e s o p r u P g n i n i a r T r o F
ACCESS TO PACK 2
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AIR CONDITIONING AIR COOLING
A319/A320/A321 21-50
192KB 192FB
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Figu Figure re 13
Air Air Con Condi ditio tioni ning ng Compa Compartm rtmen entt / Compo Compone nents nts
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AIR CONDITIONING FLOW CONTROL
21-51
21-51
FLOW CONTROL
FLOW CONTROL COMPONENTS 1
PACK FLOW CONTROL VALVE
The flow control valves 11HB ( 8HB ) are installed upstream of the air conditioning packs 10HM 10HM ( 11HM 11HM ). These valves are of the venturi type. Both have a built-in butterfly valve that controls the flow and performs a shut-off function. The flow control valves control the quantity of air supplied from the pneumatic system to the air conditioning packs. They control the airflow fully pneumatically depending on the flow demand and the bleed pressure. The airflow through the flow control valves is selected by the PACK FLOW selector switch 5HB and the PACK 1 ( 2 ) pushbutton switches. Each PACK PACK 1 ( 2 ) pushbutton switch controls the related flow control control valve at the pack 1 ( 2 ) to the open or closed position. position. The flow control valves close automatically if : there is an engine start, there is an ENGINE FIRE pushbutton switch released, there is a compressor overheat ( >230 °C ), there is low bleed pressure, the DITCHING DITCHING P / B SW 13HL is pushed ( the ON legend is on ), the applicable PACK 1 ( 2 ) P / B SW is OFF. A pneumatic air overheating thermostat at the compressor outlet of the air cycle machine is connected to the flow control valve. If the temperature is too high, the open pressure is vented and it is possible that the valve may be fully closed. The valve will open again if the temperature falls. MEL. TASK 21-51-01 The Maintenance can close the valve with a manual closing device.
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A319/A320/A321
2
PRESSURE SENSOR
The pressure sensors 10HB 10HB ( 9HB ) measure the difference difference between a flow control valve reference pressure and the ambient pressure. They transmit signals to the two pack controllers 7HH ( 27HH ). The pack controllers use these signals for calculation of the pack flow. The flow is indicated on ECAM BLEED PAGE.
3
MIXER FLAP ACTUATOR
The mixer flap actuator 20HB operates a flap in the cockpit supply port of the mixer. The flap connects the cockpit supply duct to the pack 1 mixer chamber during two pack operation. When pack 1 is switched off, the flap changes the position and connects the cockpit supply duct to the pack 2 mixer chamber. When the flap in the mixer unit enters the airflow it causes a small airflow diversion into the cockpit duct. This results in an adequate supply of conditioned air to the cockpit. It has a Man Override Lever with position indicator. Access is gained through the FWD Cargo Compartment to the Mixing Unit.
4
PACK FLOW SELECTOR
The crew can select between 3 positions : the NORM the NORM position, position, which sets the flow control control valve to 100 % of the normal airflow, the LO the LO position, position, which sets the flow control control valve to 80 % of the normal airflow. The LO position can be selected for fuel economy purpose. But this can only be selected when there is a reduced number of passengers in the cabin, - In case the cabin cabin temperature temperature demand demand is not reached the the zone controller controller automatically overrides this position position to 100 % NORM. the HI position, position, which sets the flow control valve to 120 % of the normal airflow. The HI position is selected in abnormal hot ambient conditions or to clear smoke. The Lo and Norm position is overrided automatically when : - Single Single pack pack opera operatio tion, n, - APU bleed bleed supply supply.. The PACK FLOW selector switch transmits the selected switch position to the zone controller. It calculates the necessary flow demand and transmits the data to the pack controllers. They set the flow control valves in the necessary reference position.
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AIR CONDITIONING FLOW CONTROL
A319/A320/A321 21-51
4 Pack Flow Selector
Pack Override Switches
3 2 Pressure Sensor 9HB ( 10HB )
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1
Mixing Unit
Pack Flow Control Valve 11HB ( 8HB )
Bleed Air
Figu Figure re 14
Flow Flow Cont Contro roll Com Compo pone nent nts s
Mixer Flap Actuator
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AIR CONDITIONING FLOW CONTROL
A319/A320/A321 21-51
PACK FLOW CONTROL VALVE DESCRIPTION The flow control valves 11HB ( 8HB ) are installed upstream of the air conditioning packs 10HM 10HM ( 11HM 11HM ). These valves are of the venturi type with a nominal four-inch diameter. Both have a built-in butterfly valve that controls the flow and performs a shut-off function. The flow control valve has three main assemblies : - the valve body with its butterfly valve, - the pneumatic actuator, - the air pressure regulator. The butterfly valve is controlled by a pneumatic pneumatic actuator with a flexible diaphragm ( 1 ). ). A return spring ( 2 ) closes the valve when there is no pressure supply ( < 10 psi ). The pneumatic pressure regulator has : - a pneumatic flow detector, - an electrical flow adjustment system, - an altimetric setting limiter. The electrical flow adjustment system includes a stepper motor controlled by the pack controller allowing allowing the flow at 80 %, 100 % or 120 % of its nominal value to be adjusted. The electrical venting system includes an electromagnetic clapper. When it is energized, solenoid S1 ensures closure of the valve by fully venting the pneumatic actuator ” A ” chamber. When the solenoid is no longer energized,the pneumatic actuator ” A ” chamber is supplied with a regulated pressure. pressure. The microswitch actuated by a pin situated on the butterfly axis indicates fully closed and open positions. In case of rapid depressurization ( Zc greater than 8000 feet ), the altimetric bellows placed in the nominal flow limiter, keeps the flow at a value obtained for a Zc of 8000 feet, whatever whatever the true altitude of the cabin ( Zc ). For sudden changes in pressure upstream the pneumatic flow detector rapid response avoids flow surges.
A pneumatic air overheating thermostat at the compressor outlet of the air cycle machine is connected to the pneumatic actuator ” A ” chamber. If the temperature is too high, the pressure in chamber ” A ” is reduced by venting and it is possible that the valve may be fully closed. The valve will open again if the temperature falls. Mechanical closing can be manually controlled by direct action on the butterfly axis, following venting of the pneumatic actuator ” A ” chamber by removing the special screw. The pneumatic flow sensor that uses the same principle as the main flow pneumatic detector, in the regulation zone, modulates a flow through the G9 the G9 jet jet that is proportional to the main flow and generates a pressure upstream of this jet. The pressure, proportional to the flow, is transmitted to an amplifier that converts it to voltage ( electrical flow display function ).
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AIR CONDITIONING FLOW CONTROL
A319/A320/A321 21-51
S1
A 1 2
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G9
Figu Figure re 15
Pack Pack Flow Flow Cont Contro roll Val Valve ve
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AIR CONDITIONING AIR COOLING SYSTEM
21-52
21-52
AIR COOLING SYSTEM
DESCRIPTION AND OPERATION The two air conditioning packs decrease the temperature and the water contained in the hot bleed air from the pneumatic system. The air conditioning packs 10HM (11HM) are identical and are installed in the unpressurized area of the belly fairing between the frames 35 and 41. The air conditioning pack 10HM (11HM) consists of: an air-cycle machine,
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A320-211
a high-pressure water extractor, a reheater, a condenser, a primary heat exchanger, a main heat exchanger, a fan plenum, a inlet plenum.
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AIR CONDITIONING AIR COOLING SYSTEM
A320-211 21-52 AIR CONDITIONING PACK 10HM (11HM) FAN PLENUM
INLET PLENUM
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Figu Figure re 16
Air Cooli Cooling ng Syst System em Compo Compone nents nts
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AIR CONDITIONING AIR COOLING SYSTEM
A320-211 21-52
PACK NORMAL OPERATING MODE When the PACK 1 (2) pushbutton switches are pushed, the zone controller 8HK and pack controllers 7HH (27HH) control the flow control valves to supply a constant volumetric flow for all normal operation conditions to the air conditioning packs. When the bleed air enters the system, it is cooled in the primary heat exchanger with ambient ram air. Part of this air passes through the bypass valve 10HH (30HH) .The remainder is then compressed in the air-cycle machine compressor, which increases the temperature and pressure. It is cooled again in the main heat exchanger with ambient ram air. The air now enters the high-pressure water-extraction loop, where it is cooled to about its dew point. The high-pressure water-extraction loop has a reheater, a condensor and a water extractor. It keeps the dew point of the air to the mixer unit lower than +10 deg.C (+50.00 deg.F). The reheater uses the turbine inlet air of the aircycle mashine to cool the air in the high-pressure water-extraction loop. The condenser then uses cold turbine air to further cool the air to below its dew point.The condensor is a heat exchanger, which uses the temperature difference between the turbine outlet air temperature (which is to a sea level dew point of approx. 0 deg.C (32.00 deg.F) and the reheater outlet temperature air. The condensed water is extracted and drained from the air as it passes through the high-pressure water extractor. After the water extractor the air enters the reheater again and the temperature increases to assure a satisfactory turbine inlet temperature. In the air-cycle mashine turbine, the high pressure air expands and its kinetic energy drives the air-cycle maschine and the temperature and the pressure decrease. This causes an additional condensation in the air-cycle mashine turbine during ground operation and low altitude flight operation. This condensation appears as snow. The turbine outlet air passes through the condenser.The now conditioned air leaves the air cooling system. To prevent freezing at low ambient temperatures and to limit high pack discharge temperatures, the water extractor outlet temperature is limited to between 2 DEG.C (35.60 DEG.F) and 70 DEG.C (158.00 DEG.F). Air is bled from the compressor inlet through the bypass valve 10HH (30HH) to the turbine outlet. This modulates pack discharge temperature to the required level, if the limits for the water extractor are not exceeded. An anti-ice valve 17HH (37HH) (Ref. 21-61-00) is used to stop (as a back-up) ice formation downstream of the turbine. When a significant pressure drop is
sensed the valve opens, tapping hot air from downstream of the flow control valves 8HB (11HB). This hot air is delivered to the turbine which eliminates any ice formation. Additionally the bypass valve always maintains a minimum air-cycle mashine flow to keep the air-cycle mashine idling during all packoperation conditions. The ambient ram air for heat exchanger cooling enters the air cooling system through fully modulating NACA-type inlets. After passing through the primary heat exchanger, the main heat exchanger and the plenum the air is discharged overboard through a variable outlet. When the aircraft is on the ground, the aircycle machine fan supplies the cooling airflow. During flight the inlet and outlet areas are modulated so that the airflow is kept to a minimum. During takeoff and landing, the inlet is fully closed to prevent the dirt ingestion and contamination of the heat exchangers. The water injector 20HM (21HM) sprays the condensed water from the water extractor into the ambient ram airflow to help cooling.
ABNORMAL PACK OPERATIONS Single Air Condition Pack Mode The aircraft can fly with one air conditioning pack inoperative provided: FL310 is not exceeded, the zone controller primary channel is operative, the PACK FLOW Selector is set to HI (A320) or set ECON FLOW P/B Switch to OFF (A321) the affected PACK 1 or 2 pushbutton switch is in the OFF position and the flow control valve is checked closed on the ECAM system. Heat Exchanger Cooling Mode One air conditioning pack can also be operated on heat exchanger cooling only provided: the corresponding pack controller is fully operational TAT indication is available, the TAT the affected pack is not operated until the aircraft is airborne,and the TAT is less than 12 C,and affected PACK OUTLET TEMP indication is available,and the remaining pack is operating normally.
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AIR CONDITIONING AIR COOLING SYSTEM
A320-211 21-52
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Figu Figure re 17
Pack Pack Cool Coolin ing g Sch Schem emat atic ic
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AIR CONDITIONING AIR COOLING SYSTEM
21-52 AIR COOLING COMPONENTS 7
PRIMARY HEAT EXCHANGER
The primary heat exchangers 10HM6 (11HM6) are installed in the ram air system between the plenums and the main heat exchangers. Ram air flows through the heat exchangers and decreases the temperature of the hot bleed air from the pneumatic system. The primary heat exchanger, which is made of aluminum alloy, is a plate and fin type of single-pass crossflow configuration.
8
MAIN HEAT EXCHANGER
The main heat exchangers 10HM7 (11HM7) are installed in the ram air systems upstream of the primary heat exchangers. Ram air flows through and decreases the temperature of the hot air from the compressor of the air cycle machine. The main heat exchanger which is made of aluminum-alloy, aluminum-alloy, is a plate and fin type of counterflow configuration. The heat exchanger is installed between the air-cycle machine compressor and turbine, the cooling agent is ambient ram air.
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A320-211
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AIR CONDITIONING AIR COOLING SYSTEM
A320-211 21-52
7 PRIMARY HEAT EXCHANGER
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8
Figu Figure re 18
Prim Primar ary y and and Main Main Heat Heat Exch Exchan ange gerr
MAIN HEAT EXCHANGER
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AIR CONDITIONING AIR COOLING SYSTEM
A320-211 21-52
AIR COOLING COMPONENTS 9
AIR CYCLE MACHINE
The air cycle machines 10HM1 (11HM1) are installed between the plenums and the condensers. Air enters the compressor from the primary heat exchanger and is compressed. The pressure and temperature increase. The air then flows to the main heat exchanger. Air enters the turbine from the reheater and is expanded. The pressure and temperature decrease. The air then flows to the condenser. The expansion of the air in the turbine turns the turbine wheel, the compressor wheel and the fan wheel. The fan wheel gives a flow of ram air through the ram air system if there is no ram air effect (on the ground). Air Cycle Machine Description. The main component of the air-cycle machine is a rotating shaft. A turbine, a compressor and a fan are mounted along the shaft. The shaft rotates on two self-acting foil-air bearings, a double self-acting air-thrust bearing takes the axial thrust loads. Air tapped from the turbine inlet, is used to cool the bearing and then discharged into the ram airflow. Labyrinth seals reduce air leakage between static and rotating parts. The light-alloy turbine is supplied with air through a stainless-steel nozzle and a light-alloy scroll. In case of turbine break up, the stainless-steel nozzle acts as a containment ring. The light-alloy centrifugal compressor is mounted in the center of the rotating shaft. Air is supplied from a light-alloy scroll, an outer scroll has a stainless-steel diffuser. In case of a compressor break up, the stainless-steel stainless-steel diffuser acts as a containment ring. Fan air is discharged through a conical nozzle, this gives a jet-pump effect in the fiberglass plenum diffuser. The primary heat exchanger outlet is connected to the discharge ram airflow through the fiberglass diffuser. The air-cycle mashine has a de-icing system at the turbine outlet. Hot high-pressure air is tapped from the compressor scroll through a duct. It ciculates through the annulus turbine outlet to prevent ice formation at the turbine outlet. After thermal exchange the air is returned to the compressor intake through a duct.
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AIR CONDITIONING AIR COOLING SYSTEM
A320-211 21-52
9 AIR CYCLE MACHINE
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Figu Figure re 19
Air Air Cy Cycle cle Mac Machi hine ne..
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AIR CONDITIONING AIR COOLING SYSTEM
21-52 WATER WA TER EXTRACTION LOOP COMPONENTS 14
REHEATER
The reheaters 10HM3 (11HM3) are installed between the main heat exchangers and the condensers. The hot air from the main heat exchanger increases the temperature of the cold air from the water extractor. The reheater which is made of aluminun-alloy, is a plate and fin type of single crossflow configuration.
15
CONDENSER
The condensers 10HM2 (11HM2) are installed between the air cycle machines and the mixer unit. The cold air from the turbine of the air cycle machine decreases the temperature of the hot air from the reheater. The temperature of the hot air decreases to less than its dew point and the water in the air condenses. The condenser, which is made of aluminum-alloy, is a tubular heat exchanger with a tube to tube discharge.
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A320-211
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AIR CONDITIONING AIR COOLING SYSTEM
A320-211 21-52
14 REHEATER
15 CONDENSER
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Figu Figure re 20
Rehe Reheat ater er / Cond Conden ense serr
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AIR CONDITIONING AIR COOLING SYSTEM
21-52 WATER WA TER EXTRACTION LOOP COMPONENTS 16
WATER EXTRACTOR
The water extractors 10HM8 (11HM8) are installed between the condensers and the reheaters. They remove the water that condenses in the condensers. The condensed water and the water from the split duct drain to the applicable water injector 20HM (21HM). Component Description The water extractor is made from light alloy, and contains swirl vanes and a water drain inside a body. Swirl vanes centrifuge the water droplets in the air to the inner surface of the water extractor body. The water collects at the lowest point of the body. It is then drained to water injectors 20HM (21HM) which spray the water into the ram airflow. This helps the cooling capacity through the process of evaporation. The water extractor is installed at the high-pressure outlet of the condenser.
17
WATER INJECTOR
The water injector 20HM (21HM) is installed in the ram-air inlet duct, upstream of the heat exchangers. The injector nozzle is connected to the sump of the water extractor with a small diameter pipe. The water from the extractor is delivered under pressure into the ram airflow to increase the cooling capacity through evaporation.
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AIR CONDITIONING AIR COOLING SYSTEM
A320-211 21-52 17 WATER INJECTOR
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16 WATER EXTRACTOR
Figur Figure e 21
Water ater Extr Extrac acto torr / Wat Water er Inj Injec ector tor
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AIR CONDITIONING PACK TEMPERA T EMPERATURE TURE CONTROL
A319/A320/A321 21-61
21-61 PACK TEMPERATURE CONTROL DESCRIPTION AND OPERATION The pack temperature control system controls the pack outlet temperature and sets its maximum and minimum limits. Two pack controllers control the system. Each pack controller 7HH 7HH ( 27HH ) controls the two major parameters of its related pack : the pack outlet temperature ( through the water extractor outlet temperature ), the ram-air cooling flow, which is kept to a minimum for fuel economy. Each pack controller consists of two computers :, one primary and one electrically independent secondary computer. The primary computer is capable of modulating the system parameters to their full extent, thus opitimizing the system performance. The secondary computer gives a reduced level of optimization when it operates as a back-up in the event of the primary computer failure. During normal operation, the required pack outlet temperature is signalled from the zone controller 8HK to the pack controllers 7HH ( 27HH ). To get the pack outlet temperature, the pack controller modulates the bypass valve 10HH ( 30HH ) and the ram-air inlet and outlet doors in a predeterpredetermined sequence. This sequence is a compromise between a minimum ram airflow while maintaining adequate heat transfer rates and sufficient pack flow. For maximum cooling, ram-air doors are fully open and the bypass valve fully closed. For maximum heating, the ram-air doors are nearly closed and the bypass valve fully open. The bypass valve will ensure sufficient flow through the air-cycle machine to stop the speed falling below idle. During takeoff and landing, the ram inlet doors will be driven fully closed to stop the ingestion of foreign matter.
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AIR CONDITIONING PACK TEMPERA T EMPERATURE TURE CONTROL
A319/A320/A321 21-61
12
5 11
6
23
19 18 y l n O s e s o p r u P g n i n i a r T r o F
20
13
22
10
Figu Figure re 22
Comp Compon onen entt Loc Locati ations ons
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AIR CONDITIONING PACK TEMPERA T EMPERATURE TURE CONTROL
21-61 PACK INLET PRESS.- AND BLEED TEMPERATURE SENSOR 5
PACK INLET PRESSURE - SENSOR
The pack inlet pressure sensor 16HH ( 36HH ) converts pressure at the pack inlet into an electrical signal, it consists of : - a high-precision pressure transducer, - a measurement amplifier, - an electrical connector. The pressure sensor is installed upstream of the flow control valves 8HB ( 11HB ). If the pressure drops drops below limits, the bypass valve 10HH ( 30HH ) preferential position is controlled to a more open position to allow for supply of a minimum required airflow. This decreases the differential pressure of the air conditioning pack 10HM 10HM ( 1 11HM 1HM ). The ram-air doors are controlled to a more open position, this compensates for the decreased efficiency of the turbine/compressor cycle. In addition, if a low pack inlet pressure is less than 30 PSI and a still not satisfied cool demand is present, a signal to the FADEC is generated via the zone controller to increase the Engine Idle RPM to therefor provide a higher bleed air pressure in return.
6
BLEED TEMPERATURE - SENSOR
The bleed temperature sensor18HH (38HH) is located in the bleed air duct at the inlet of each flow control valve 8HB ( 11HB ). It is connected to the pack controller 7HH ( 27HH ) primary-computer. primary-computer. It supplies supplies CFDS information when maintenance action is necessary due due to overheat ( > 280 C) at the pack inlet. The sensor consists of one platinum resistor potted in a stainlesssteel ventilated-tube housing. A 3-pin electrical connector is also included. y l n O s e s o p r u P g n i n i a r T r o F
A319/A320/A321
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AIR CONDITIONING PACK TEMPERA T EMPERATURE TURE CONTROL
A319/A320/A321 21-61
FLOW CONTROL VALVE
5
PACK INLET PRESS.SENSOR
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6 Figur Figure e 23
Pack Pack Inle Inlett Press Press..- and and Bleed Bleed Tem Temp. p. Sen Senso sorr
BLEED TEMP. SENSOR
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AIR CONDITIONING PACK TEMPERA T EMPERATURE TURE CONTROL
A319/A320/A321 21-61
BYPASS VALVE 10
BYPASS VALVE
The bypass valve 10HH ( 30HH ) is a light alloy 2-inch butterfly valve. It is located in the duct downstream of the primary heat exchanger and splits the hot airflow between the ACM and a bypass ( which goes to the turbine outlet ). The bypass valve gets a signal from the pack controller controller 7HH ( 27HH ) ( primary and secondary computer ) to modulate the hot airflow. airflow. This controls the water extractor outlet temperature, thus the pack outlet temperature. The Bypass valve normally has a preferred position position of 21 DEG. which this valve always tries to positione itself to. With this preferred position position the valve has an ideal position to respond very quicly to changes in new pack temperature selections. If the aircraft temperature has to be changed for example to a warmer temp. the bypass valve leaves the preferred position and opens more.This increases the water extract- and also the pack outlet temperature. The pack controller registers this and now closes in response the ram air inletand the ram air outlet flaps so far,that the bypass valve can go back to its 21 DEG. preferred position. In addition a bypass bypass valve which is always at nearly the same partially open position lets the air cycle machine operate with neraly the same RPM. The bypass valve 10HH ( 30HH ) consists of an actuator actuator assembly and a valvebody assembly. assembly. They are bolted together and internally connected. A butterfly valve on a central shaft is driven by a stepper motor through reduction gears which have mechanical mechanical end stops. Two cams ( installed on the shaft ) operate limit switches which signal fully fully open or fully closed positions to the pack controller 7HH ( 27HH ) secondary computer. computer. Two potentiometers (at the end of the shaft) signal the primary computer for indication and the secondary computer for BITE and indication. A manual override and visual position indicator device is installed on the bottom of the shaft.
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AIR CONDITIONING PACK TEMPERA T EMPERATURE TURE CONTROL
A319/A320/A321 21-61
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10 Figure 24
BYPASS VALVE
Bypass Va Valve
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AIR CONDITIONING PACK TEMPERA T EMPERATURE TURE CONTROL
21-61 COMPRESSOR DICHARGE TEMP TEMP.. SENSOR COMPRESSOR OVERHEAT TEMP. SENSOR COMPRESSOR PNEUMATIC OVERHEAT SENSOR 11
COMPRESSOR DISCHARGE TEMP. TEMP. SENSOR
The compressor discharge temperature-sensors temperature-sensors 12HH ( 32HH ) are installed between the compressors of the air cycle machines machines 10HM1 ( 11HM1 ) and the main heat exchangers 10HM7 ( 11HM7 ). The compressor discharge temperature-sensor temperature-sensor 12HH ( 32HH ) consists of one platinum resistor potted in a stainless-steel ventilated-tube housing. A 3-pin electrical connector is also included. The sensor is located in the compressor outlet duct of each air conditioning conditioning pack 10HM ( 11HM ). It is connected to the the pack controller controller 7HH ( 27HH ) primary-computer for control functions and overheat detection.
12
COMPRESSOR OVERHEAT TEMP. SENSOR
The compressor-overheat compressor-overheat sensors 15HH 15HH ( 35HH ) are installed between the compressors of the air cycle machines 10HM1 ( 11HM1 11HM1 ) and the main heat exchangers 10HM7 ( 11HM7 11HM7 ). The compressor overheat sensor15HH (35HH) is located in the compressor outlet duct (close to the compressor discharge temperature sensor 12HH ( 32HH ). The sensor sensor is connected to the pack controller 7HH ( 27HH ) secondary-computer for overheat detection. The sensor also provides compressor outlet temperature on ECAM. This will ease troubleshooting.
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A319/A320/A321
Compressor Outlet Overheat-Detection and Signals The pack controller controller 7HH ( 27HH ) primary or secondary secondary computer can detect an overheat 260 C ( 500.00 F ) at the air-cycle machine machine 10HM ( 11HM 11HM ) compressor outlet. The primary through through the compressor compressor discharge temp. sensor 12HH ( 32HH ) and the secondary secondary through the the compressor overheat sensor 15HH ( 35HH ). The first sensor to respond will send a signal to light up the FAULT light on the related pack pushbutton switch 6HG ( 7HB ) ( installed on panel 30VU in the cockpit overhead panel ). At At thispoint, the crew must select the pack OFF manually, as the pack controller takes no automatic actions. An overheat signal is also sent on the fourth occurrence ( during one one flight leg ), of a temperature over 230 C ( 446.00 F ).
13
COMPRESSOR PNEUMATIC OVERHEAT SENSOR
The pneumatic compressor-overheat compressor-overheat sensors 10HM9 ( 11HM9 11HM9 ) are installed downstream of the compressors of the air cycle machines machines 10HM1 ( 11HM1 ). They are connected to the flow control valves 10HB 10HB ( 11HB ). If the compressor outlet temperature increases above a predetermined value ( aprrox. 230 C ), the pneumatic compressor overheat-sensor gives a pneumatic signal to the flow control valve to reduce the airflow. The compressor pneumatic overheat-sensor overheat-sensor 10HM9 ( 10HM9 ) consists of a bi-metallic rod which is inserted into the hot airflow. The sensor is connected through a sensing line, to the flow flow control valve 8HB ( 11HB ) shuttle valve assembly. It vents flow control muscle pressure to ambient ( Ref. 21-51-00 ). Differential expansion in the rod will start to open the vent at 230 C ( 446.00 F ) ( any further increase in temperature will increase the opening area ). The angle of the flow control valve is now controlled pneumatically, pneumatically, to stop an overheat of 260 C ( 500.00 F ). The pneumatic sensor is located in the compressor discharge duct close to the compressor overheat overheat sensor 15HH ( 35HH ). Compressor Overheat Installed at the compressor outlet is a pneumatic temperature sensor. This acts ( by differential differential expansion ) directly on the flow control valve 8HB ( 11HB 11HB ) muscle pressure. It starts to close the flow control valve when the compressor compressor outlet temperature temperature reaches 230 C ( 446.00 F ). Control is such that the overheat warning temperature of 260 C ( 500.00 F ) should never occur. occur.
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AIR CONDITIONING PACK TEMPERA T EMPERATURE TURE CONTROL
A319/A320/A321 21-61
11
12
13
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11 COMPRESSOR DISCHARGE TEMPERATURE SENSOR
13 COMPRESSOR PNEUMATIC OVERHEAT SENSOR
COMPRESSOR COMPRESSOR OVERHEA OVERHEAT 12 TEMPERATURE SENSOR Figur Figure e 25
Compr Compres esso sorr Disch Dischar arge ge Tem Temp. p. Sen Senso sors rs
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AIR CONDITIONING PACK TEMPERA T EMPERATURE TURE CONTROL
21-61 COMPRESSOR DISCHARGE SENSORS LOGIC Compressor Outlet Overheat-Detection and Signals The pack controller controller 7HH ( 27HH ) primary or secondary secondary computer can detect an overheat 260 C ( 500.00 F ) at the air-cycle machine machine 10HM ( 11HM 11HM ) compressor outlet. The primary through through the compressor compressor discharge temp. sensor 12HH ( 32HH ), and the secondary through the compressor overheat sensor 15HH ( 35HH ). The first sensor to respond will send a signal to light up the FAULT light FAULT light on the related pack pushbutton switch 6HG ( 7HB ) ( installed on panel 30VU in the cockpit overhead panel ). At At thispoint, the crew must select the pack OFF manually, OFF manually, as the pack controller takes no automatic actions. An overheat signal is also sent on the fourth occurrence ( during one one flight leg ), of a temperature over 230 C ( 446.00 F). Compressor Overheat Installed at the compressor outlet is a pneumatic temperature sensor. This acts ( by differential differential expansion ) directly on the the flow control control valve 8HB ( 11HB ) muscle pressure. It starts starts to close the flow control valve when the compressor compressor outlet temperature reaches 230 C ( 446.00F ). Control is such that the overheat warning temperature temperature of 260 C ( 500.00 F ) should never occur. occur.
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1 2 3 A / 0 2 3 A / 9 1 3 A
1 6 1 2
1 5 : e g a P
c i g o L r o s n e S e g r a h c s
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AIR CONDITIONING PACK TEMPERA T EMPERATURE TURE CONTROL
21-61 WATER EXTRACTOR TEMP. SENSOR PACK DISCHARGE TEMP. SENSOR 18
WATER EXTRACTOR TEMP. SENSOR
The water extractor temperature-sensors 11HH 11HH ( 31HH ) are installed in the water extractors 10HM8 10HM8 ( 11HM8 11HM8 ) upstream of the reheaters reheaters 10HM3 ( 11HM3 ). The water extractor temperature-sensor 11HH 11HH ( 31HH ) consists of two thermistors potted in a hermetically sealed steel housing. A 6-pin electrical connector is also included. One thermistor is connected to the pack controller 7HH ( 27HH ) primary-computer the the other to the secondary computer. They both give pack temperature control information.
19
PACK DISCHARGE TEMP. SENSOR
The pack discharge discharge temperature-sensors temperature-sensors 13HH ( 33HH ) are installed at the pack outlet (close to the pack outlet pneumatic-sensor). The pack discharge temperature-sensor 13HH ( 34HH ) is located at the pack outlet (close the pack outlet pneumatic sensor). The sensor is connected to the pack 7HH ( 27HH ) secondary computer and monitors the pack outlet outlet temperature which is shown on the ECAM lower display unit.it is also responsible for the PACK OVHT Message on ECAM and the illumination of the FAULT light in the pack override override P / B switch when the pack pack outlet temperature exceeds 95 C. In this case the crew has to switch the pack off.
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AIR CONDITIONING PACK TEMPERA T EMPERATURE TURE CONTROL
A319/A320/A321 21-61
B
19 PACK DISCHARGE
TEMP. TEMP. SENSOR SE NSOR
B
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WATER EXTRACTOR EXTR ACTOR TEMP. 18 WATER SENSOR
Figure Figure 27
Water Water Extr Extr.-and .-and Pack Pack Disc Dischar harge ge Temp Temp.Se .Senso nsorr
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AIR CONDITIONING PACK TEMPERA T EMPERATURE TURE CONTROL
A319/A320/A321 21-61
PACK TEMPERATURE COMPONENTS 20
ANTI ICE VALVE VALVE ( 17HM / 37HH )
In each air conditioning conditioning pack 10HM (11HM ), the anti-ice valve 17HH ( 37HH ) is located in a duct between the upstream side of the primary primary heat exchanger and the turbine outlet. In normal pack operation the purpose of the anti-ice valve is to prevent ice blockage across the condenser. The anti-ice valves are usually closed. An anti-ice valve opens if the delta-P sensors of the anti-ice valve find an unusual difference in pressure pressure across the condenser 10HM2 ( 11HM2 11HM2 ) ( ice in the condensers is assumed ). To detect this there are two pairs of pressure sense lines. One on the high pressure side of the condenser inlet/outlet, the other on the low pressure side of the condenser inlet/outlet. If an excessive pressure drop drop ( indicating icing) is detected, the anti-ice valve is opened (pneumatically ). This results in a surge of hot air to the turbine outlet, which melts and clears the ice blockage in the condensers and downstream equipment.After this clearance the anti ice valve shuts. If there is a loss loss of a pack controller 7HH ( 27HH ) the anti-ice valves control the pack outlet temperature. They adjust the quantity of hot bleed air added to the air cycle machine outlets. The pack outlet temperature (measured at the pack discharge pneumatic-sensors pneumatic-sensors 10HM10 ( 11HM10 ) is a constant constant approx. 15 C ( 59.00 F ).
Automatic Pack De-Icing Each pack controller provides an automatic pack de-icing function. The pack By-Pass Valve ( BPV ) gets a recurrent recurrent signal from the pack controller controller (primary and secondary computer) to modulate the hot airflow. This increases the pack outlet temperature. The BPV de-icing cycles are performed if : the flow control valve is open, the pack discharge temperature is less than 5 C or the BPV position is less than 25 Deg. The period of these cycles are set to : 9 min for the LH pack, 11 min for the RH pack. If the pack is set on or a power-on reset occurs the first period of cycle is set to : 4 min for the LH pack, 6 min for the RH pack.
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PRESSURE SENSING LINES
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VISUAL INDICATOR SOLENOID TO PACK OUTLET PNEUMATIC SENSOR
20 ANTI ICE VALVE Figur gure 28
Ant Anti Ic Ice Va Valve
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PACK TEMPERATURE COMPONENTS 21
PACK OUTLET PNEUMATIC SENSOR
The pack outlet pneumatic pneumatic sensors 10HM10 ( 11HM10 11HM10 ) are installed on the condensers 10HM2 ( 11HM2 11HM2 ) at the pack outlet. They are connected to the anti-ice valves 17HH ( 37HH ). If there is a failure in a pack pack controller 7HH ( 27HH ), the pneumatic sensor transmits the pressure to the applicable antiice valve. If the pressure at a pneumatic temperature sensor increases or decreases (because of an increase or decrease in temperature) the anti-ice valve opens or closes to maintain the pack outlet temperature temperature at about 15 C ( 59.00 F ).
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TO ANTI ICE VALVE
21 PACK OUTLET PNEUMATIC SENSOR
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Figu Figure re 29
Pack Pack Outle Outlett Pneu Pneuma mati tic c Sens Sensor or
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PACK TEMPERATURE COMPONENTS Anti - Ice Valve Operation Description. Muscle pressure to activate the valve is drawn through a filter ( 8 ) through a tapping at the upstream end of the valve. Without muscle pressure the valve remains closed because of the action of a spring ( 7 ). ). In normal pack operation, the solenoid ( 10 ) is energized opening the vent valve. When muscle pressure is applied it is immediately vented and the valve remains closed. The valve stops the build-up of ice across the condenser using a differential pressure regulator ( 1 ). ). This differential pressure regulator opens the valve and delivers hot air to the condenser. Port ( 4 ) senses condenser inlet high-pressure and port ( 2 ) senses condenser outlet high-pressure. When ice builds builds up along the flow path through the condenser the pressure drop increases rapidly. The differential pressure between the ports ( 4 ) and ( 2 ) ) increases. This opens the poppet valve ( 6 ) which allows a high high flow of muscle pressure into the pneumatic actuator, which opens the anti-ice valve. The vent restrictor ( 12 ) is not large enough to drop the muscle pressure very much. The action of the valve is identical for icing of the low-pressure side of the condenser, where the pressures are sensed at ports ( 5 ) and ( 3 ). ). If the pack controller 7HH ( 27HH ) is unable to control control the bypass valve 10HH (30HH) the solenoid ( 10 ) is de-energizd which closes the vent ( 12 ). The muscle pressure supply is then governed through the pressure regulator ( 9 ). ). The vent flow is controlled with the pack pneumatic temperature sensor ( 11 ). ). The pressure in the pneumatic actuator ( valve angle ) is controlled with the pneumatic sensor. sensor.
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Figur Figure e 30
Anti Anti Ice Ice Val Valve ve Oper Operat atio ion n Descr Descrip ipti tion. on.
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PACK TEMPERATURE COMPONENTS 22
RAM AIR INLET ACTUATOR ACTUATOR ( 8HH / 28HH )
The ram-air inlet actuator 8HH ( 28HH ) for each pack can be modulated only together with the ram-air ram-air outlet actuator 9HH 9HH ( 29HH ) ( to get optimum pack cooling airflow ). During normal operation, the required pack outlet temperature is signalled from the zone controller 8HK to the pack pack controllers 7HH ( 27HH ). To get the pack outlet temperature, the pack controller modulates the bypass valve 10HH ( 30HH ) and the ram-air inlet and outlet doors in a predeterpredetermined sequence. This sequence is a compromise between a minimum ram airflow while maintaining adequate heat transfer rates and sufficient pack flow. For maximum cooling, ram-air doors are fully open and the bypass valve fully closed. For maximum heating, the ram-air doors are nearly closed and the bypass valve fully open. The bypass valve will ensure sufficient flow through the air-cycle machine to stop the speed falling below idle.
the facts for closing during take off are: aircraft on ground selected T / O engine power selected The doors will open as soon as the aircraft lifts off. The facts for closing during landings are: aircraft on ground no T / O engine power power selected aircraft wheel speed < 70 knots The doors will open as soon as the aircraftspeed is longer then 20 sec.below 70 knots.
The actuator for the ram air inlet consists of : - an actuator ( nominal 100 mm stroke ), - an AC motor, - a set of reduction gears, - a torque limiting clutch clutch ( 230 daN +20 % ), - two potentiometers, one for control through the pack controller 7HH ( 27HH ) primary computer, computer, the other for indication through through the secondary computer, - two limit switches, one for the closed position, the other for the 70 % open position. These send a signal to the the secondary computer. computer. The ram-air inlet is closed with the actuator fully extended and open with the actuator fully retracted. During takeoff and landing, the ram inlet doors will be driven fully closed to stop dirt ingestion and contamination of the heat exchangers.
23
RAM AIR OUTLET ACTUATOR ACTUATOR ( 9HH / 29HH )
Ram-Air Outlet Actuator (Ref. Fig. 006) The ram-air outlet actuator 9HH ( 29HH ) is mechanically similar similar to the ram-air inlet actuator 8HH ( 28HH ). The differences are; it has a smaller AC motor, the torque setting is reduced to 200 daN + 20 % and reversed operation. That is, the ram-air ram-air outlet is closed with the actuator fully retracted and fully open with the actuator fully extended.
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B
B
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22 RAM AIR INLET ACTUATOR Figur Figure e 31
23
RAM AIR OUTLET ACTUATOR
Ram Ram Air Air Inlet/ Inlet/Out Outle lett Actua Actuator tor
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PACK TEMPERATURE COMPONENTS 33
PACK CONTROLL ERS
General The pack temperature control system controls the pack outlet temperature and sets its maximum and minimum limits. Two pack controllers control the system. Each pack controller 7HH 7HH ( 27HH ) controls the two major parameters of its related pack : - the pack outlet temperature temperature ( through the water extractor outlet outlet temperature ) - the ram-air cooling flow, which is kept to a minimum for fuel fuel economy. economy. The pack controller 7HH 7HH ( 27HH ) is an electronic assembly assembly of modular construction, mounted on a chassis with a metal cover ( 41MCU to ARINC 600 ). There are two identical pack controllers, one for each air conditioning pack 10HM ( 11HM ). Each pack controller controller consists of two computers, one primary and one electrically independent secondary computer. The primary computer is capable of modulating the system parameters to their full extent, thus opitimizing the system performance. The secondary computer gives a reduced level of optimization when it operates as a back-up in the event of the primary computer failure. The pack controllers 7HH 7HH ( 27HH ) are the computers for the the pack temperature control-system. They do the calculations necessary for operation of the air conditioning packs 10HM ( 11HM ). They They are installed in the racks 95VU and 96VU of the avionics compartment. They have the following functions : - to receive, to calculate and to send the necessary signals ( ARINC 429 data bus ) to the zone temperature temperature controller 8HK, - to send the necessary signals to the the P / B SW 6HB ( 7HB ) on the panel panel 30VU in the cockpit, - to calculate and send the necessary signals to the air-inlet flap actuators 8HH ( 28HH ) to open and close the ram air inlets, - to calculate and send the necessary signals to the air-outlet flap actuators 9HH ( 29HH ) to open and close the ram air outlets, outlets, - to do the Built-In Test Equipment ( BITE ) tests, - to monitor the temperature temperature in the ducts of the air conditioning packs packs and to do the correct steps if an overheat overheat occurs,
- to calculate and send send the necessary signals signals to the flow control control valves 10HB ( 11HB 11HB ), - to control control the applicable bypass bypass valve 10HH ( 30HH ) for pack temperature control. BITE Test The Built-In Test Equipment ( BITE ) of the Pack contoller monitor the hardware and system performance. They send failure data to the zone temperature controller 8HK. The zone temperature controller sends failure data to the Centralized Fault Display System ( CFDS ) ( Ref. 31-32-00 ). For MCDU MCDU data, refer to chapter 21-63-00.failure data to the zone temperature controller 8HK ( Ref. 21-63-00 ). The Complet BITE TEST TEST is discriept in ata 21-63.
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33 PACK CONTROLL ER
Figu Figure re 32
Pack Pack Cont Contro roll ller er Loc Locat atio ion n
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21-63
ZONE TE T EMP. CONTROL
ZONE TEMPERATURE CONTROL DESCRIPTION The cockpit and cabin temperature control system controls the temperature in the cockpit and cabin. With the temperature selectors you can set a different temperature for the cockpit and the cabin.Any temperature selections between 18 C and 30 C are possible The cabin is divided into the FWD zone and the AFT zone. Hot trim air, which is used for temperature control in the cockpit, the FWD cabin and the AFT cabin zones, is individually individually controlled under normal normal conditions in pressure and quantity. This hot trim air is taken from the bleed air supply to the air conditioning packs 10HM and 11HM downstream of the flow control valves 8HB and 11HB. It flows through the trim-air pressure regulating valve 14HK to the trim-air check valves 18HM and 19HM and to the hot-air pressure switch 26HK. It then flows to the independently controlled trim air valves 11HK for the cockpit, 12HK for the FWD cabin and 13HK for the AFT cabin.These trim air valves are controlled by the zone controller and add an adjustable quantity of hot trim air to the cooled conditioned air from the mixer unit. The trim air valves are installed in the ducts to the cockpit and the two cabin areas. A back-up is provided and will take over control in a failure condition. Temperature and overheat sensors are located in the mixing unit, in the zone air supply ducts and in the cabin seling areas. These sensors are used for ECAM indications as well as for zone temperature- and trim air pressure regulating valve control. The temperatures in the different zones appear on the COND page of the ECAM.
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See Appendix for A3 Picture
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Figur Figure e 33
Zone Zone Tem Tempe pera ratur ture e Contr Control ol Sch Schem emat atic ic
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TRIM AIR PRESS. REGULATING VALVE VALVE 24
TRIM AIR PRESS. REGULATING VALVE
The trim-air pressure regulating-valve 14HK regulates the pressure of the air supplied to the trim-air valves 11HK 11HK ( 12HK, 13HK ). This air is unconditioned bleed air. The valve is a three-inch steel-butterfly type which is pneumatically actuated, and electrically signalled. The pressure regulation is controlled pneumatically and two solenoids control the ON/OFF function and the safety function. A limit switch indicates CLOSED / NOT CLOSED to the zone controller ( 8HK ) and the ECAM system. The hot-air switch 7HK installed in the cockpit overhead panel 30VU controls this valve. With this switch in OFF you OFF you can shut off the trim air supply. In AUTO ( switch depressed )-The trim-air pressure pressure regulating-valve 14HK pneumatically controls the hot-air manifold manifold pressure to 4 psi ( 0.2757 bar ) above cabin pressure. The valve will electrically close automatically if the temperature in the supply duct goes above 88 C ( 190.40 F ). This will also happen if the temperature in the the supply duct goes above 80 C ( 176.00 F ) four times in one flight. OFF ( switch released )-OFF comes on white, the trim-air trim-air pressure regulating- valve 14HK closes. FAULT comes FAULT comes on amber when an overheat condition is detected and remains, regardless of the hot-air switch position, until the temperature falls below 70 C ( 158.00 F ).
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24 TRIM AIR PRESS. REGULATION VALVE MICROSWITCH ASSY
SOLENOID VALVE ASSY NR 1
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MUSCEL AIR PRESS.PORT (WITH FILTER) SOLENOID VALVE ASSY NR 2
DOWNSTREAM PRESS.PORT (WITH FILTER)
Figur Figure e 34
Trim rim Air Air Pres Press. s. Reg Regula ulatin ting g Val Valve ve
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DUCT OVERHEAT DETECTION AND ACTION Both the primary and secondary computer of the zone controller 8HK can detect an overheat 88 C ( 190.40 F ) in any one of three zone-supply ducts. The primary computer does this through the primary duct-temperature or the duct overheat sensor. The secondary computer does this through the secondary duct temperature sensor. The first computer (primary or secondary ) to detect an overheat will send a signal to make the FAULT FAULT light on the HOT-AIR switch 7HK come on. It will also close the trim-air pressure-regulating valve 14HK; the primary computer will close all three trim-air valves 11HK ( 12HK,13HK ). The FAULT light will stay on and the closed valves will stay closed until : -the duct temperature goes down below 70 C ( 158.00 F ), -the HOT-AIR switch 7HK is released ( to make the FAULT FAULT light go off.), off.), -the HOT-AIR switch 7HK 7HK is pressed again ( to open the valves 14HK, 11HK, 12HK, and 13HK ). The primary computer can detect an early overheat overheat 80 C ( 176.00 F ) condition. It does this through the duct temperature sensor 15HK ( 16HK, 17HK ) or the duct overheat sensor 18HK ( 19HK, 20HK ). The primary computer commands the trim-air pressure-regulating valve 14HK to reduce its setting from 280 mbar to 140 mbar when 80 C ( 176.00 F ) is detected. The higher pressure setting is commanded again when all duct temperatures are below 70 C ( 158.00 F ). If an early overheat 80 C ( 176.00 F ) is detected four times during during one flight, the 88 C ( 190.40 F ) procedure is indicated.
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28
MAIN ( PRIMARY PRIMARY )
OVHT TEMP SNSR
DUCT 27 TEMP SNSR CLOSURE
TRIM AIR 26 VALVES STEPPER MOTORS
T > 80 C 4 x T > 80 C 28V DC - S1 ENERGIZED = VALVE VALVE OPERATING ( OPEN TO REGULATE P 4 psi ) and - S2 ENERGIZED = PRESSURE REDUCED REDUCED TO P 2 psi DUCT TO CABIN CABIN PRESS.
TRIM AIR 24 PRESS REGUL VALVE
S2
T > 88 88 C T < 70 70 C
S1 T < 70 C ON
28V DC OFF
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RESET plus T < 70 70
FAULT OFF
MAIN & SECOND
ECAM SECONDARY
Figur Figure e 35
Duct Duct Overhe Overheat at Dete Detect ctio ion n and and Actio Action n Logic Logic
T > 88 C
ZONE CONTROLLER
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HOT AIR PRESSURE SWITCH 25
HOT AIR PRESSURE SWITCH
The hot-air pressure switch 26HK is installed downstream of the trim-air pressure regulating-valve 14HK. The pressure switch consists of a housing which contains a hermetically sealed microswitch, a stainless-steel diaphragm, a snap-action disc spring and an electrical connector. The hot air pressure switch 26HK continuously monitors the pressure of the hot trim-air . If the pressure in the system goes to 6.5 psi ( 0.4481 bar ), the zone zone controller 8HK sends a signal to the ECAM system. This signal stays until the pressure falls below 5 psi ( 0.3447 bar ).
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25 HOT AIR PRESSURE SWITCH
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Figu Figure re 36
Hot Hot Air Air Pres Pressu sure re Swit Switch ch
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TRIM AIR VALVE 26
Trim Air Valve
The trim air valves 11HK, 12HK and 13HK add an adjustable quantity of hot trim air to the cooled conditioned air from the mixer unit. The zone temperature controller 8HK controls the position of the trim air valves. The trim air valves are installed in the ducts to the cockpit and the two cabin areas. The trim-air valve 11HK (12HK, 13HK ) consists of an actuator assembly and a valve body assembly. They are bolted together and internally connected. A butterfly valve is driven by a stepper motor through reduction gears which have mechanical end stops. Two cams installed on the shaft, operate limit switches which signal fully open or fully closed to the zero controller 8HK. Two potentiometers, at the end of the shaft, signal the valve position to the zone controller main and secondary computors. The zone controller uses this information for BITE and ECAM display. A manual override and visual position indicator device is installed on the bottom of the shaft.
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26 TRIM AIR VALVE
13HK AFT CABIN TRIM AIR VALVE 12HK FWD CABIN TRIM AIR VALVE
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Figu Figure re 37
Trim rim Air Air Va Valves lves
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21-63 DUCT TEMP.- AND DUCT OVERHEAT SENSORS 27
Duct Temperature Temperature Sensor ( 3 )
There are three duct-temperature sensors 15HK 15HK ( 16HK, 17HK ), one installed in the main supply ducts to the cockpit, fwd cabin and aft cabin zones. Each sensor consists of a ventilated metal body into which are potted two thermistors. One thermistor supplies the primary computer computer ( of the zone controller 8HK ), the other supplies the secondary computer computer ( of the same controller ). Each Each gives control indication ( ECAM ) and overheat detection.
28
Duct Overheat Sensor Sensor ( 3 )
There are three duct-overheat duct-overheat sensors 18HK ( 19HK, 20HK ) one installed in the main supply ducts to the cockpit, FWD cabin and aft cabin zones. Each sensor consists of a ventilated metal body into which is potted a thermistor. The thermistor supplies supplies the primary computer ( of the zone controller 8HK ) with an additional overheat facility. facility.
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27
DUCT TEMP. TEMP. SENSOR
28
DUCT OVERHEAT SENSOR
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Figur Figure e 38
Duct Duct Tem Tempe pera ratu ture re-a -and nd Overh Overhea eatt Sens Sensors ors
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ZONE TEMPERATURE SENSOR 29
ZONE TEMPERATURE TEMPERATURE SENSOR ( 3 )
There are three zone-temperature sensors sensors 21HK ( 22HK, 23HK ) one installed in the cockpit, fwd cabin and aft cabin zones. Each sensor consists of a ventilated plastic body into which are potted two thermistors. One thermistor supplies the zone controller 8HK primary computor, the other the secondary computer, each performs control and ECAM indication. Also incorporated is a 6-pin connector. These zone temperature sensors are installed in seperat sensor housings. To To be able to measure the real cabin temperature these temperature sensing housings are connected to the lavatory and galley air extraction system. For the passenger cabin and the cockpit temperature sensing housing is connected to the avionic ventilation system.
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21HK
22HK 23HK
Figur Figure e 39
29 ZONE TEMPERATURE SENSOR Cockp Cockpit it and and Cab Cabin in Zon Zone e Tem Temp. p. Sen Senso sors rs
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ZONE TEMPERATURE SELECTOR 30
ZONE TEMPERATURE TEMPERATURE SELECTOR (3)
There are three three zone-temperature selectors 27HK ( 28HK, 29HK ) installed on the AIR COND panel 30VU in the cockpit overhead panel. One selector for the cockpit, FWD cabin and aft cabin zones. Each one consists of a rotary setting potentiometer in a tubular metal housing. The temperature range is between 18 C ( 64.40 F ) and 30 C ( 86.00 F ). When in the 12 o’clock position the temperature temperature is approx. approx. 24 C ( 75.20 F ). Each selector is connected to the primary computer ( of the zone controller 8HK ) for temperature control function. An electrical connector is mounted on the base of the selector. The temperatures in the different zones appear on the COND page of the ECAM and on the Forward Attendent Panel ( FAP ).
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30VU
30 ZONE TEMPERATURE SELECTOR
Figur Figure e 40
Zone Zone Tempe empera ratur ture e Sele Select ctor ors s
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MIXER UNIT TEMPERATURE SENSOR 31
MIXER UNIT TEMPERATURE SENSOR
There are two mixer temperature sensors 24HK 24HK ( 25HK ), one installed on each side of the mixer. Each consists of a ventilated metal body into which are potted two thermistors. One thermistor supplies the primary primary computer ( of the zone controller 8HK ), the other the secondary computor. Also incorporated is a 6-pin electrical connector. The mix manifold temperature is needed by the zone controller to determine for the required zone temperature control the necessary pack outlet temperature which is computed in the zone controller and than signalled signalled to both pack controllers.
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31 MIXER UNIT TEMP TEMP.. SENSOR SENSOR
Figur Figure e 41
Mixe Mixerr Unit Unit Tem Tempe pera ratur ture eS Sen enso sorr (2) (2)
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ZONE CONTROLLER 32
ZONE CONTROLLER
The zone controller 8HK controls the temperature of the cockpit, fwd cabin and aft cabin zones. This controller contains two computers, a primary and a secondary. The primary computer gives full control of all of the system parameters. The secondary computer gives a reduced level of control when used as a back-up to the primary computer, ( in the event of primary computer failure ). The zone controller 8HK is a 4 MCU box ( to ARINC 600 ), it consists of a primary computer and an electrically independent-secondary computer. This secondary computer acts as a back-up if there is a primary computer failure. The primary computer will give a reduced control of the system when there is a partial loss of signals to it ( under certain conditions ). The secondary computer computer will take over command of the system ( at a reduced level ), if there is a failure of the primary computer. The functions of the zone controller are as follows : - to maintain constant constant temperatures at a preselected value in the cockpit, FWD cabin and aft cabin zones, - to compute and deliver deliver a demand signal signal for both pack controllers controllers 7HH ( 27HH ) as a reference for the pack temperature-control system. - to elaborate a pack flow demant and supply supply it to both pack controllers 7HH ( 27HH ), - to elaborate a demand signal to the APU control, - to elaborate and deliver an engine rpm rpm modulation to FADEC in order order to get the necessary bleed pressure, - to give to FADEC FADEC a bleed-air bleed-air valve status, status, - to give BITE information information on the wing anti-ice system to CFDS, - to give BITE information of the ZC and both PCs to the CFDS, - to perform overheat detection and corrective action, - to calibrate, code code and deliver deliver information for for the CRT CRT displays, - to reduce crew workload workload with the elimination elimination of manual control. control. The system detects its own failures, and takes the necessary necessary actions to overcome these failures automatically. automatically.
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AIR CONDITIONING COCKPIT AND CABIN TEMP. TEMP. CONTROL
A319/A320/A321 21-63
32 ZONE ZONE CONTRO CONTROLLE LLER R
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Zone Zone Cont Contro roll ller er
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AIR CONDITIONING TEMPERATURE CONTROL
21-60
21-60
TEMPERATURE CONTROL
ZONE TEMPERATURE CONTROL INTRODUCTION Zone Temperature Demand: -Based on crew selection and altidude bias. Pack Discharge Demand: -Packs driven to produce lowest zone demand in mixing manifold. Trim Air Valve Modulation: -Duct temperature driven to match zone reference.
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A319/A320/A321
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AIR CONDITIONING TEMPERATURE CONTROL
A319/A320/A321 21-60
TEMPERATURE SELECTORS
FLIGHT ALTITUDE
ZONE CONTROLLER
OPTIMIZE TEMPERATURE VALUE AIRCRAFT ZONES
ZONE TEMP. SENSOR
DUCT TEMPERATURE DEMAND
DUCT TEMP. SENSOR DUCT OVERHEAT SENSOR TRIM AIR VALVES
DUCT TEMPERATURE DEMAND MINIMUM DETERMINATION
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TAV TAV SPEED
MIX MANIFOLD TEMP.SENSOR PACK TEMPERATURE DEMAND DETERMINATION
PACK LH
PACK CONTROL FUNCTION
PACK RH
CABIN REGULATION AIR FLOW
WATER EXTRACT TEMP. SENSOR
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Temp. emp. Cont Contro roll Simpl Simplif ifie ied d Sche Schema mati tic c
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AIR CONDITIONING TEMPERATURE CONTROL
A319/A320/A321 21-60
NORMAL ZONE TEMP. CONTROL DESCRIPTION Normal Operation ( Zone Controller working with Primary Computer ) The pilot selects the desired cockpit and cabin temperatures on the temperature selectors within a range from +18 C ( +64.40 F ) up to +30 C ( +86.00 F ). The primary computer side of the zone controller 8HK increases the zone reference temperatures selected on each temperature selector 27HK ( 28HK,29HK ). It does this to compensate for reduced humidity and a decrease in interior wall temperature, ( which is dependent on aircraft altitude ). The zone controller determines from the input values of the: - temperature selectors, - cabin sensors, - duct sensors, - mix manifold sensors, an appropriate pack discharge temperature to the zone with the lowest supply air demand. The zone controller also determines which zone needs the lowest duct inlet temperature. The zone duct air temperature in normally limited from +8 C ( +46.40 F ) to + 50 C ( +122.00 F ). During pull up/down operations these limits can be overriden when the cabin temperature exceeds the nominal zone temperature temperature ( +18 C up to +27C). In this case the zone inlet duct limitations will extend from +2 C ( +35.60 F ) to +70 +70 C ( +158.00 F ). The lowest of the 3 duct demand demand temperatures is the required mix manifold temperature. This temperature is than compared with the actual mix manifold temperature. The zone controller now determines the necessary pack outlet temperature from the error between actual and required mix manifold air temperature which is computed in the zone controller 8HK and signalled to both pack controllers 7HH ( 27HH ). The pack temperature control will only satisfy the zone with demand for the coldest air. The other two zones will receive additional heating from the trim air system so that the mix of the trim air and of the mix manifold air supply satisfy their zone duct-air temperature demands.
NOTE In this normal operation mode the zone temperature controller is also responsible for the FADEC signal to modulate engine idle RPM‘s if neccesary. neccesary. It also controlls the APU inlet guide vanes through the APU DEMAND signal and in addition calculates the flow demand factor of the flow control valve.
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AIR CONDITIONING TEMPERATURE CONTROL
A319/A320/A321 21-60
30
26 29
27
30
27
26
29
30
31
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27
4
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Zone Zone Contr Controll oller er Normal Normal Operat Operation ion Mode Mode ( primary primary )
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AIR CONDITIONING TEMPERATURE CONTROL
A319/A320/A321 21-60
BACK UP ZONE TEMP. CONTROL DESCRIPTION Back Up Operation ( Zone Controller working with Secondary Secondary Computer ) A Failure of the primary primary computer ( of the zone controller controller 8HK ) will cause the secondary computer to take over to give a reduced level of control. In this failure condition, control of the trim-air system is lost. In this mode there is no induviduell zone temperature control possible. Separate control of cockpit and cabin is still given, but a distinction between forward and aft cabin is not made. In this mode each pack is controlled seperately, pack 1 for the cockpit and pack 2 for the cabin. The zone temperature control will only be done by pack outlet temperature control. The following reduced functions are also given: - 24 C ( 75.20 F ) replaces the selectable zone temperatures without altitude correction, - the APU demand signal is not available, - the flow setting optimization is not available.
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AIR CONDITIONING TEMPERATURE CONTROL
A319/A320/A321 21-60
FWD AFT ZONE SENSOR
FWD AFT DUCT SENSOR
29
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27
29
27
Figure Figure 45
Zone Zone Controll Controller er Bac Back k Up Operat Operation ion Mode Mode ( second secondary ary )
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AIR CONDITIONING TEMPERATURE CONTROL
A319/A320/A321 21-60
NORMAL PACK TEMP. TEMP. CONTROL DESCRIPTION General The pack temperature control system controls the pack outlet temperature and sets its maximum and minimum limits. Two pack controllers control the system.Each pack controller controller 7HH ( 27HH ) controls the two two major parameters parameters of its related pack : - the pack outlet temperature (through the water extractor outlet temperature), - the ram-air cooling flow, which is kept to a minimum for fuel economy. economy. Each pack controller consists of two computers, one primary and one electrically independent secondary computer. The primary computer is capable of modulating the system parameters to their full extent, thus opitimizing the system performance. The secondary computer gives a reduced level of optimization when it operates as a back-up in the event of the primary computer failure. During normal operation, the required pack outlet temperature is signalled from the zone controller 8HK to the pack controllers 7HH ( 27HH ). To To get the pack outlet temperature, the pack controller modulates the bypass valve 10HH ( 30HH ) and the ram-air inlet and outlet doors in a predetermined sequence. This sequence is a compromise between a minimum ram airflow while maintaining adequate heat transfer rates and sufficient pack flow. For maximum cooling, ram-air doors are fully open and the bypass valve fully closed. For maximum heating, the ram-air doors are nearly closed closed and the bypass valve fully open. The bypass valve will ensure sufficient flow through the air-cycle machine to stop the speed falling below idle. During takeoff and landing, the ram inlet doors will be driven fully closed to stop the ingestion of foreign matter.
Normal Operation Mode ( Pack Controller working with Primary Computer) In Normal operation the primary computer computer of the pack controller 7HH ( 27HH ) controls the system. The pack controller gets a temperature reference as a demand signal from the zone controller 8HK. This demand signal, the preferred bypass valve 10HH ( 30HH ) position and the measured measured water extractor outlet outlet temperature, the bypass valve and ram-air outlet actuator position is used continuously to determine their necessary drive speeds. The speed is zero, when the water extractor outlet temperature gets to the required value and the bypass valve to the preferred position. The preferred bypass valve 10HH ( 30HH ) position is normally 21 DEG. but is adjusted when necessary, necessary, dependent on pack inlet pressure. The ram-air inlet actuator 8HH ( 28HH ) position is slaved to the actual ram-air ram-air outlet actuator 9HH ( 29HH 29HH ) position. The water-extractor outlet temperatures are limited through the temperature demand signal from the zone controller 8HK. NOTE The flow control valve setting of the flow control valve is only possible in the normal operation mode, when the pack controller is working with the primary computer.
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AIR CONDITIONING TEMPERATURE CONTROL
A319/A320/A321 21-60
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10
5 11 23
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FLOW CONTROL VALVE 1
Figure Figure 46
Pack Pack Control Controller ler Normal Normal Operati Operation on Mode Mode ( primar primary y)
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AIR CONDITIONING TEMPERATURE CONTROL
21-60 BACK UP PACK TEMP. TEMP. CONTROL DESCRIPTION Back Up Operation ( Pack Controller working with Secondary Secondary Computer ) If the pack controller 7HH ( 27HH ) primary computer fails the secondary computer controls at a reduced level. The ram-air doors will open to the maximum flight position and no further optimization takes place, ( the flow control reference remains at its previous setting ). Control of the water-extractor outlet temperature ( to the level demanded from the zone controller 8HK ) will still take place through modulation of the bypass valve 10HH ( 30HH ). The overheat warning will will still be available. NOTE If the zone controller 8HK 8HK ( or its communications communications ) fail completely the pack controllers 7HH ( 27HH ) take over control. They will limit the water extractor extractor outlet temperature to 20 C ( 68.00 F ) for pack 1 ( 10HM ) and to 10 C ( 50.00 F ) for pack 2 ( 11HM 11HM ). If there is a failure ( of the communications from the zone controller main computer and it remains active ), the pack controllers take over control. They will limit the water extractor outlet temperature to 5 C ( 41.00 F ) for pack 1 and to 10 C ( 50.00 F ) for pack 2. The zone controller can still use the trim-air trim-air system ( Ref. 21-63-00 21-63-00 ) to increase the cabin inlet temperature, if necessary. NOTE In case of a complet loss of the pack controller the pack controller is unable to control the bypass valve valve 10HH ( 30HH ) now the pack anti ice valve is signalled to pneumatically control the pack outlet temperature to 15 C ( 59 C ).
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AIR CONDITIONING TEMPERATURE CONTROL
A319/A320/A321 21-60
10
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22
Figure Figure 47
Pack Pack Controll Controller er Bac Back k Up Operat Operation ion Mode Mode ( sencon sencondar dary y)
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AIR CONDITIONING CFDS SYSTEM REPORT / TEST
21-63
21-63
TEMP. CONT. SYSTEM TEST
CFDS SYSTEM REPORT/TEST Built-In Test Equipment ( BITE ) The zone temperature controller 8HK controls the Built-In Test Test Equipment ( BITE ) function for the cockpit and cabin temperature control system. system. It monitors the hardware. It sends failure data to the Centralized Fault Display System ( CFDS ). There are the following tests: - Power-up Test, - Continuous Monitoring, - System Test. POWER-UP TEST Conditions of Power-up Test Initialization - A / C on ground - Both pack controllers energized and having finished their power-up tests plus 5 sec delay for confirmation - power-uptest duration is 36 sec - during test the three trim air valves are moving from cool to hot and from hot to cool this can be seen seen on the ECAM BLEED BLEED page if this system is avalable.
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A319/A320/A321 Cabin Temperature Control
Results of Power-up Test Test passed : - ECAM COND page shows normal display. Test failed : - MASTER CAUTION with gong - ECAM warning : COND ZONE REGUL FAULT - ECAM COND page : amber ” XX ” XX ” ” in place of temperature temperature indications SYSTEM TEST A system test is only done if it is requested on the Multipurpose Central Display Unit ( MCDU ). It is done before and after a replacement of a component. It continues for not more than 300 seconds.
From the CAB TEMP CONT menu, you can set : -
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AIR CONDITIONING CFDS SYSTEM REPORT / TEST
A319/A320/A321 Cabin Temperature Control
21-63
CFDS MENU < LAST LEG REPORT < LAST LEG ECAM REPORT < PREVIOUS LEGS REPORT < AVIONIC STATUS < SYSTEM REPORT / TEST * SEND
PRINT *
POST FLT REP.
SYSTEM REPORT / TEST < AIRCOND
F / CTL > FUEL >
< AFS < COM
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< ELEC
INST >
< FIRE PROT
L/G>
< RETURN
NAV >
SYSTEM REPORT / TEST AIR COND < CABIN PRESS CONT 1 < CABIN PRESS CONT 2 < CAB TEMP CONT < AEVC < CARGO HEAT CONT AFT * SEND
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CFDS CFDS CAB. CAB. TEMP TEMP. CON CONTR TR.. Men Menu u
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AIR CONDITIONING CFDS SYSTEM REPORT / TEST
A319/A320/A321 Cabin Temperature Control
21-63 CFDS SYSTEM REPORT / TEST
Tested elements Valves, actuators and controller.
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AIR CONDITIONING CFDS SYSTEM REPORT / TEST
A319/A320/A321 Cabin Temperature Control
21-63
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CFDS CFDS CAB CAB.. TEMP TEMP. CONT CONTR. R. Men Menu u
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AIR CONDITIONING EMERGENCY RAM AIR INLET
A319/A320/A321 21-55
21-55
EMERGENCY RA RAM AIR INLET
DESCRIPTION Purpose The emergency ram-air inlet gives a flow of fresh air through the aircraft if there is a failure in the two air conditioning packs. If during a flight there is a failure in the two air conditioning packs 10HM ( 11HM ), you can push the RAM AIR pushbutton switch 4HZ. When you push the RAM AIR pushbutton switch : - the altitude of the aircraft must be less than 10000 ft. ( 3.050 m ), - the cabin differential pressure must be less than 70 mbar ( 1.0 psi ). The emergency ram-air-inlet actuator 7HZ extends and the emergency ramair inlet moves into the external airflow. Fresh air is pushed into the ram air system and flows through ducts to the mixer unit in the cabin air distribution and recirculation system. The cabin pressure controllers 11HL 11HL ( 12HL ) contol the outflow valve valve 10HL to an approximitly 50 % open position. A. Emergency Ram-Air-Inlet Actuator The emergency ram-air-inlet actuator 551HZ is installed on the emergency ram-air inlet in the LH belly fairing of the fuselage. It opens and closes the emergency ram-air inlet. The emergency ram-air actuator 7HZ has : - an actuator body assembly - a split-field 28 V DC series-motor which has an electromagnetic brake - a two-step gear-train - a jack screw - an actuator ram - two indication microswitches, - two travel limit switches - a shop-adjustable clutch mechanism - an electrical connector
B. Check Valve The check valve 4022HM is installed in the duct to the mixer mixer unit. The emergency ram-air duct and the LP ground connection duct are connected upstream of the check valve. This makes sure that air from the mixer unit cannot flow out through the emergency ram-air inlet or the LP ground connection.
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AIR CONDITIONING EMERGENCY RAM AIR INLET
A319/A320/A321 21-55
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Emer Emerge genc ncy y Ram Ram Air Air Inl Inlet et
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AIR CONDITIONING EMERGENCY RAM AIR INLET
A319/A320/A321 21-55
EMERGENCY RAM AIR INLET OPERATION Opening of the Emergency Ram-Air Inlet To open the emergency ram-air inlet you must lift the guard and push the RAM AIR pushbutton switch 4HZ. When you push it : - a signal is sent to to the cabin pressure controllers controllers 11HL 11HL ( 12HL ) and the outflow valve 10HL partially opens, depending on aircraft differencial air pressures and aircraft Air / Gnd information - a signal is sent to extend the emergency ram-air-inlet actuator 7HZ and the emergency ram-air ram-air inlet moves into the external airflow, - the ON legend in the RAM AIR pushbutton switch 4HZ comes on, - actuator position data is sent to the SDACs, - on the lower ECAM display unit, the BLEED page shows the RAM AIR symbol open. Closing of the Emergency Ram-Air Inlet To close the emergency ram-air inlet, you must lift the guard and push the RAM AIR pushbutton switch 4HZ. When you push it : - a signal is sent to to the cabin pressure controllers controllers 11HL 11HL ( 12HL ) and the outflow valve 10HL closes as necessary, necessary, depending on aircraft differencial air pressures and aircraft Air / GND information - a signal is sent to the emergency ram-air-inlet actuator 7HZ and the emergency ram-air inlet closes, - the ON legend in the RAM AIR pushbutton switch 4HZ goes off, - actuator position data is sent to the SDACs, - on the lower ECAM display unit, the BLEED page shows the RAM AIR symbol closed. The emergency ram-air inlet closes automatically if you push the DITCHING pushbutton switch 13HL.
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AIR CONDITIONING EMERGENCY RAM AIR INLET
A319/A320/A321 21-55
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Emer Emerge genc ncy y Ram Ram Air Air Inl Inlet et Oper Operat atio ion n
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AIR CONDITIONING DISTRIBUTION
A319/A320/A321 21-20
21-20
AIR DISTRIBUTION
MIXING UNIT General A mixer unit, installed under the cabin floor ( between frames 34 and 36 ), mixes conditioned air with cabin air. The cabin air which has entered the underfloor area, is drawn through recirculation recirculation filters 4010HM ( 4011HM 4011HM ) by recirculation fans 14HG ( 15HG ). The recirculation fans then blow the air through check valves 4020HM ( 4021HM ) to the mixer unit. The quantity of cabin air mixed with conditioned air changes between 37 % to 51 % ( in normal operational cases ). This is related to the position position of the flow selector 5HB. In an emergency situation, a ram air inlet is opened to supply sufficient air to the cockpit and cabin zones. A low pressure ground connector is also connected to the ram air system for connection to a ground air supply. The low pressure ground air source supplies conditioned air to the system when the engines and APU are stopped. Mixing Unit Description The mixing unit is made in two parts, the mixing chamber and the distribution head. The mixing chamber is made of resin and glassfiber laminate with a metal flange bonded at the top. Connected to this flange is an aluminum distribution head which distributes mixed-air to the system supply ducts. Crossfeed ducts are installed from the distribution head to the main supply ducts. These are made of aluminum and contain noise-attenuators. The main supply duct to the cockpit is made of aluminum at its interface with the hot trim-air system. An electrically operated mixing flap is installed in this duct. This flap makes sure sufficient fresh air is delivered to the cockpit in case of pack 1 failure . Noise-attenuators are installed downstream of the hot trim-air interface. The mixing unit and crossfeed ducts are insulated with glasswool and a jacket made of a Hypolon material.
DISTRIBUTION HEAD
MIXING FLAP LOCATION
TO COCKPIT
MIXING UNIT
MIXING UNIT
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AIR CONDITIONING DISTRIBUTION
A319/A320/A321 21-20
FWD CARGO COMP.
RECIRCULATION AIR FILTER FWD ZONE L/H SUPPLY DUCT AFT ZONE R/H SUPPLY DUCT FWD ZONE R/H SUPPLY DUCT
COCKPIT SUPPLY DUCT
RECIRCULATION AIR FILTER AFT ZONE L/H SUPPLY DUCT
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CONDITIONED AIR PACK 1
RECIRCULATION FAN CHECK VALVE CONDITIONED AIR PACK 2
MIXING UNIT RECIRCULATED AIR
Figure 52
Mixer Un Unit
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AIR CONDITIONING DISTRIBUTION
A319/A320/A321 21-20
CABIN RECIRCULATION FAN AND RECIRC. FILTER Cabin Recirculation Fans Cabin air from the underfloor area is mixed with conditioned air. This increases the amount of air which is blown into the distribution system. The two recirculation fans fans 14HG ( 15HG ) installed one each side side of the mixing unit do this. Cabin air is drawn through two recirculation filters 4010HM ( 4011HM 4011HM ) and blown through through two check check valves 4020HM 4020HM ( 4021HM ) into the mixing unit. The cabin recirculation fans 14HG ( 15HG ) are installed in line with the recirculation ducts. They are powered by a three-phase six-pole induction motor that drives a fan-wheel which has high-efficiency blades. The fans will operate continuously at about 7700 rpm when supplied with electrical power. Thermo switches are installed inside the stators of the recirculation fans. If the temperature of the stators gets to 140 DEG.C DEG.C ( 284.00 F) the thermo switches isolate the electrical supply to the fans. The recirculation fans are installed on vibration-damper mountings, these prevent damage to the aircraft structure, due to fan vibration. Arrows on the fan casing show the direction of airflow through the fan and the direction that the impellor rotates. Check Valves A check valve 4020HM 4020HM ( 4021HM ) is installed downstream of each cabin recirculation fan 14HG ( 15HG ). to prevent a reverse flow of the air in case of a recirculation fault. The check valve has two semicircular flaps which are installed on a hinge-bar. A spring holds the semicircular flaps in the closed position. Airflow from the cabin recirculation fans 14HG ( 15HG ) will lift the semicircular semicircular flaps from their seats. This will permit air to flow through the check valves 4020HM 4020HM ( 4021HM ) into the ducts. Airflow in the opposite direction through the check valve will push the semicircular flaps back onto their seats and stop the airflow. An arrow on the check valve casing shows which way air will flow through the check valve. Recirculation Filter Two recirculation filters 4010HM ( 4011HM 4011HM ) are installed, one upstream upstream of each recirculation fan 14HG ( 15HG ). Each consists of a multi-layer glassfiber filter-cartridge, installed inside a perforated Carbon Fiber Reinforced Reinforced Plastic ( CFRP ) cylinder. The complete filter
unit is installed in an open frame type housing made of aluminum. The filter unit is secured in position with an adjustable flange at one end of the housing.
COMPONENT LOCATION
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AIR CONDITIONING DISTRIBUTION
A319/A320/A321 21-20
B
RECIRCULATION FILTER 4010HM ( 4011HM )
A
CABIN RECIRCULATION RECIRCULATION FAN 14HG ( 15HG ) AND CHECK VALVE VALVE 4020HM ( 4021HM )
CHECK VALVE VIBRATION DAMPER MOUNTINGS FILTER FRAME
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FASTENER
FILTER CARTRIDGE
CABIN RECIRCULATION FAN
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Cabi Cabin n Recir Recircu cula lati tion on Syst System em Com Compon ponen ents ts
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AIR CONDITIONING DISTRIBUTION
21-20 COCKPIT AIR DISTRIBUTION General Air is delivered to the cockpit by a large-diameter duct from the mixing unit. It divides at the rear of the cockpit to go forward at the left-hand and right-hand side. Three smaller-diameter riser ducts connect to the large-diameter duct and go up each side of the cockpit. The tops of the riser ducts connect to different air outlets in the cockpit. The outlets are made to stop draughts at crew-head level, and divide the air equally throughout the cockpit. Distribution Air from the mixing unit is supplied to the cockpit through a duct installed below the left-hand side of the cabin floor. Conditioned air is supplied to the cockpit at the places listed below : the left-hand side of the Captain’s station, the right-hand side of the First Officers’s station, at two positions in the left-hand ceiling area above the third crew member’s station. At these positions the airflow is adjustable in quantity and direction : the left-hand and right-hand ceiling areas above the lateral windows, the left-hand and right-hand sides below the lateral windows. At these positions, the airflow is adjustable in quantity only : at the left-hand and right-hand ceiling areas above the windshield.
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A319/A320/A321
NOTE The cockpit supply duct can also be used to supply air to the avionic ventilation system when this is necessary. For this purpose the duct is tapped in the avionic compartment.
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AIR CONDITIONING DISTRIBUTION
A319/A320/A321 21-20
TO AVIONICS
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Cock Cockpi pitt Air Air Dis Distr trib ibut utio ion n
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AIR CONDITIONING DISTRIBUTION
A319/A320/A321 21-20
PASSENGER CABIN AIR DISTRIBUTION General Large-diameter air ducts supply air to the two passenger cabin zones zones from the air conditioning packs 10HM ( 11HM ). They are installed under the cabin floor along the left-hand and right-hand side. Smaller-diameter riser ducts are connected to the supply ducts. The riser ducts go up-and-around the interior of the fuselage. They are installed between every second window and start between the first two forward windows. The top of each riser duct is connected to cabin air outlets, (one below and one above the hat racks). Riser ducts are also installed at the rear of the forward entrance doors, and forward of the rear entrance doors. They go up-and-around the interior of the fuselage to outlets above each door. The door and cabin outlets are made to stop draughts at seat-head level, and divide the air equally throughout the cabin. Distribution The passenger cabin is divided into the forward and aft distribution zones. Each distribution zone has main supply ducts and small riser ducts. The main supply ducts are installed under the cabin floor along the left-hand and right-hand side of the fuselage. The riser ducts connect to the main supply ducts and go up between every second window to outlets above and below the hat racks. The L-shaped riser ducts connect the outlets above the doors to the main supply ducts. Most of the distribution ducts are made of resin and glassfiber laminate with metal sleeves bonded to each end for duct interconnection. Flexible bellows, which are made of silicone laminate and glassfiber, connect the ducts to each other. When they are installed, clamps secure the flexible bellows. Insulation shells which are made of polyethylene foam or glass wool ( covered with a Hypolon material ) are installed around the ducts.
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AIR CONDITIONING DISTRIBUTION
A319/A320/A321 21-20
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Figur Figure e 55
Pass Passen enge gerr Cab Cabin in Air Air Dis Distri tribu buti tion on
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AIR CONDITIONING DISTRIBUTION
A319/A320/A321 21-20
CABIN RECIRCULATION FANS CONTROL A pushbutton switch 4HG operates the cabin recirculation fans 14HG ( 15HG ). The switch is installed on the overhead ventilation panel 22VU in the cockpit and is labelled CAB FANS. A signal is sent to the the Centralized Fault Display Display System ( CFDS ) if a recirculation fan fails. A signal is also sent to the Electronic Centralized Aircraft Monitoring ( ECAM ) for display after flight.
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AIR CONDITIONING DISTRIBUTION
A319/A320/A321 21-20
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Figu Figure re 56
Cabi Cabin n Fan Fan Cont Contro roll
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AIR CONDITIONING DISTRIBUTION
21-20 CABIN RECIRCULATION FANS OPERATION Normal Operation A pushbutton switch 4HG operates the cabin recirculation fans 14HG ( 15HG ). The switch supplies 28 V DC from the normal busbar 101PP 101PP ( 204PP ) through two circuit circuit breakers 2HG ( 11HG 11HG ) to two power relays 5HG ( 6HG ). The power relays energize the cabin fans with 115 V AC from the normal busbar 1 and 2 101XP ( 204XP ) through the two circuit breakers 1HG ( 3HG ). Malfunction Detection OVERHEAT thermo-switches operate if the stator temperature of the recirculation fans 14HG ( 15HG ) goes up from 134 C ( 273.20 F ) to 146 C ( 294.80 F ). They will remove the ground from the power relays 5HG ( 6HG ), the fans will stop and the indicating relay will open. The indicating relay signals the Centralized Fault Fault Display System ( CFDS ) and the Electronic Centralized Centralized Aircraft Monitoring ( ECAM ) system. To To start the cabin fans again you must push the CAB FANS switch OFF and ON.
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A319/A320/A321
RELAY RELAY LOCATIONS 103VU 10 3VU
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AIR CONDITIONING DISTRIBUTION
A319/A320/A321 21-20
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Figure Figure 57
Cabin Cabin Rec Recirc ircula ulation tion Fans Fans Elec Electri trical cal Schema Schematic tic
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AIR CONDITIONING LAVATORY & GALLEY VENTILATION
A319/A320/A321 21-23
21-23
LAVATORY AND GALLEY VENTILATION
GENERAL DESCRIPTION The lavatory and galley ventilation system uses air from the cabin zones and conditioned air from the main distribution ducts. Air removed from the ceiling area of the lavatory, galley units and the lavatory bowls, is delivered to the outflow valve 10HL area. A duct system, different from the cabin distribution system, is used to prevent unpleasant smells entering the cabin. Most of the air used for ventilation is cabin air, the extraction fan 1HU draws air into the units. Conditioned air is supplied to each lavatory and some galleys from tappings on the cabin air distibution ducts. Restrictors are installed downstream of the tapping points to increase pressure for correct functioning of the individual outlets. The airflow from these outlets is adjustable in both quantity and direction, and they are located below the lavatory mirrors. EXTRACTION FAN 1HU The lavatory and galley extraction fan 1HU is installed in line with the extraction duct. It is powered by a three-phase induction motor that drives a fan wheel which has high efficiency blades. The fan will operate continuously at about 11.700 RPM. Thermo switches are installed inside the stators of the extraction fan. If the temperature of the stator gets to 134 C ( 273.20 F ) to 146 C ( 294.80 F ) the thermo switches isolate the electrical supply to the fan. The lavatory and galley extraction fan is secured by clamps to brackets on the aircraft structure in the rear underfloor area. Arrows on the fan casing show the direction of airflow through the fan and the direction that the inpellor rotates. If the impellor breaks up the casing is strong enough to contain the debris. The extraction fan 1HU removes air from the lavatory and the galley through a duct located above the cabin ceiling. This duct extends the length of the cabin from the forward utility area to the left-hand aft lavatory. The duct divides into two dropper ducts and follows the fuselage contour downwards ( on each side of a window ) to the fan. The air is then removed overboard through the outflow valve 10HL. The extraction fan operates continuously during flight and on the ground when electrical power is available to the aircraft. EXTRACTION DUCTS The extraction ducts are made from resin and glassfiber laminate with metal sleeves bonded at each end for duct interconnection. All ducts are connected
to each other by flexible bellows made of silicone laminate and glassfiber secured by clamps. Capped branches along the duct allow the installation of lavatories and galleys at different locations in the cabin. At frames 28 and 51, flexible hoses from the extraction duct are connected to cabin sensor housings .
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AIR CONDITIONING LAVATORY & GALLEY VENTILATION
A319/A320/A321 21-23
1 LAV AND GALLEY EXTRACTION FAN
Figure Figure 58
Lavato Lavatory ry and Galley Galley Ventilat entilation ion Schema Schematic tic
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AIR CONDITIONING LAVATORY & GALLEY VENTILATION
21-23 LAVATORY & GALLEY VENTILATION OPERATION Control and Indication The lavatory and galley extraction fan 1HU is continuously monitored by the zone controller 8HK of the cabin temperature control system. If the fan fails, the zone controller sends a signal to the ECAM and CFDS systems. Operation The lavatory and galley extraction fan 1HU operates continuously. 28 V DC from normal busbar 101PP through circuit breaker 5HU energizes the power relay 2HU. The power relay energizes the extraction fan with 115 V AC from normal busbar1101XP through circuit breaker 6HU. Thermo switches, protect the fan from overheating. If the temperature of the stators go up to 146 C ( 294.80 F ) the ground is removed from the power relay. Malfunction Detection Overheating of the lavatory and galley extraction fan 1HU causes the thermo switches to remove ground from the power relay 2HU. This removes the electrical power, the fan stops and the indicating relay opens. The indicating relay signals the zone controller 8HK and the zone controller signals the ECAM and CFDS systems. You must not start the extraction fan again until you have found the fault and repaired it.
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A319/A320/A321
NOTE : In case of a extraction fan fault the temperature indication for the FWD and AFT cabin zones zones will be amber ” XX ” on the ECAM COND COND Page. In addition to this the temperature control by the zone controller will control now the cabine temperature to a 15 C constant duct temperature.
RELAY RELAY LOCATION 103VU 103 VU
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AIR CONDITIONING LAVATORY & GALLEY VENTILATION
A319/A320/A321 21-23
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Figur Figure e 59
Lava Lavator tory y & Gall Galley ey Ven Venti tila lati tion on Contr Control ol
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AIR CONDIDIONING INDIVIDUAL AIR DISTRIBUTION
A319/A320/A321 21-24
21-24
INIVIDUAL AIR DISTRIBUTION
INDIVIDUAL AIR DISTRIBUTION DESCRIPTION Air for passenger individual ventilation is taken from the cabin main supply ducts. Small diameter riser ducts are connected to these ducts. They deliver air to the individual air supply ducts located below the hat-rack. The individual air outlets are connected with flexible hoses to tappings on the individual air supply ducts. The individual air outlets are located above each passenger seat row and are adjustable in airflow and direction.
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AIR CONDIDIONING INDIVIDUAL AIR DISTRIBUTION
A319/A320/A321 21-24
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Figu Figure re 60
Indi Indivi vidu dual al Air Ven Venti tila lati tion on
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AIR CONDITIONING DOOR AREA HEATING
21-42
21-42
DOOR AREA HEATING
DESCRIPTION AND OPERATION General The door area heating system supplies warm air to the foot level areas at the FWD passenger and crew doors. System Description A door area heating system is installed for for each FWD passenger / crew doorarea. The two systems operate independantly. independantly. For each door area, a heater 4HJ1 ( 4HJ2 ) is installed between the the FR21 and FR24, which heats the air from the distribution system. Ducts, a flexible hose and an air outlet supplies the heated air from the heater to the foot level area at the FWD passenger / crew door. The CAB FANS pushbutton switch 4HG on panel 22VU, the toggle switch 2HJ1 ( 2HJ2 ) and the relays 3HJ1, 5HJ1 ( 3HJ2, 5HJ2 ), which which are installed on the circuit breaker panel 2000VU, control the heater 4HJ1 ( 4HJ2 ). Thermostats protect the heater for overtemperature. The heating system operates only if the cabin air recirculation-system is switched on.
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A319
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AIR CONDITIONING DOOR AREA HEATING
A319 21-42
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Figur Figure e 61
Door Door Area Area Hea Heati ting ng Com Compon ponen entt Loca Locati tion on
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AIR CONDITIONING DOOR AREA HEATING
A319 21-42
OPERATION / CONTOL AND INDICATION When air is supplied from the cabin air distribution-system and the toggle switch 2HJ1 ( 2HJ2 ) is switched to on, the heater 4HJ1 ( 4HJ2 ) warms the air for the FWD door area. When you push the CAB FANS puschbutton switch 4HG to the OFF position, the relay 5HJ1 ( 5HJ2 ) will be de-energized de-energized and the heating system stops. The heating system also stops if you switch the toggle switch 2HJ1 2HJ1 ( 2HJ2 ) to the off position. If the air temperature in the heater gets to more than 50 C ( 122.00 F ) the heater is switched off until the air temperature in the heater is less than approx. 45 C ( 113.00 F ). Then the heater is switched on again. If the temperature at the heater housing gets more than 85 C ( 185.00 F ) a thermostat de-energizes de-energizes the relay relay 3HJ1 ( 3HJ2 ). Thus the heater is switched off until the temperature decreases to less than approx. 80 C ( 176.00 F ). Then the heater is switched on again.
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AIR CONDITIONING DOOR AREA HEATING
A319 21-42
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Figu Figure re 62
Door Door Area Area Heat Heatin ing g Con Contr trol ol
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AIR CONDITIONIG CARGO COMPARTMENT VENTILATION
21-28
21-28
CARGO COMPARTMENT VE VENTILATION
DESCRIPTION Purpose The AFT cargo-compartment ventilation-system supplies air to the AFT cargo compartment. The ventilation air comes from the cabin zones through openings in the cabin floor behind the sidewall panels. On the ground, conditioned air can be supplied additionally through a ground connector. AFT Cargo-Compartment Ventilation-System Suction in the AFT cargo compartment pulls cabin air into the compartment throught ducts routed along the lower fuselage interior. The suction is caused when the blower fan 52HN and the extraction fan 35HN are working on the ground and in flight. Three inlets, installed along the compartment lower lefthand sidewall, direct the air towards the compartment floor area. An isolation valve 34HN is installed in distribution ducts upstream of the compartment inlets. The AFT compartment air is extracted through two outlets near the compartment ceiling on the aft wall. The air goes through the extraction fan 35HN and an isolation valve 33HN and is discharged in the area of the outflow valve 10HL. An external ground cooling system is installed between frames 49 and 50 forward of the AFT cargo door. Ground supplied air goes through a LP groundconnector, a check valve 4028HM and an isolation valve 50HN to an outlet in the wall near the ceiling.
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A320
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AIR CONDITIONIG CARGO COMPARTMENT VENTILATION
A320 21-28
.
Figur Figure e 63
Cargo Cargo Compt. Compt. Venti entila lati tion on Sys System tem
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AIR CONDITIONIG CARGO COMPARTMENT VENTILATION
21-28 CARGO COMPT. COMPT. VENT. COMPONEN C OMPONENTS TS Blower and Extraction Fan AFT cargo blower fan 52HN is installed in the inlet duct downstream of the isolation valve 34HN and the extraction fan 35HN is installed in the extraction duct downstream of the isolation valve 33HN. They are powered by a threephase four-pole induction motor that drives a fan-wheel. These fans run continuously when the aircraft is on the ground or in flight. Thermo switches are installed inside the motor stators of the extraction fan. If the temperature of the stators gets to 140 C ( 254 F ), the thermo switches isolate the electrical supply to the fan. The AFT cargo blower fan 52HN and the extraction fan 35HN are secured with clamps to brackets on the aircraft structure. Arrows on the fans casing show the direction of airflow through the fans and the direction that the fan-wheel rotates. If the impellor breaks up the casing is strong enough to contain the debris. Isolation Valve ( 3 ) The isolation valves 33HN, 34HN and 50HN are electrically operated butterfly valves. Each consists of a body assembly and an actuator housing which are bolted together and internally connected. The actuator housing contains a gear-train, two microswitches, a 28 V DC motor and an electrical connector. The 28 V DC motor drives the gear-train, which turns a shaft to which the butterfly valve is attached. Two microswitches signal the fully open/fully closed position of the isolation valves 33HN, 34HN and 50HN to the cargo ventilation controller 10HN. Accidental blockage of either isolation valve will cause a torque limit mechanism to disengage the gear-train. This protects the geartrain and butterly valve from damage. A manual override and visual position indicator is connected to the end of the shaft at the top of the actuator.
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A320
Cargo Ventilation Controller The cargo ventilation controller 10HN is of a modular construction and consists of : - a chassis, - a common power supply module, - a FWD cargo ventilation module, - a FWD cargo power relay, - an AFT cargo ventilation module, - an AFT cargo power relay, - a spare module connector,
- a spare power relay socket. These modules are enclosed in a metal case. They are installed on the outboard side of relay box 103VU, in the avionics compartment. The cargo ventilation controller 10HN controls and monitors the aft cargo isolation-valves 33HN and 34HN, the aft cargo blower-fan 52HN and the AFT cargo extraction fan 35HN. The cargo ventilation controller sends a signal to ECAM and CFDS if there is a fault in the isolation valves or the fans. The cargo ventilation controller 10HN only controls the cargo isolation valve 50HN. A fault message for this valve wil not be generated. Check Valve The check valve 4028HM is installed, in line with the ground cooling inlet duct, between the low pressure ground connector and the isolation valve 50HN. The valve consists of a valve body, two semicircular flaps installed on a hinge bar and a spring which holds the flaps in the closed position. Airflow from an external source will lift the flaps from their seats and permit air to flow through the valve. Airflow in the opposite direction will push the flaps back onto their seats and stop the airflow. An arrow on the valve body shows the direction of unrestricted airflow through the valve. Proximity Switch The proximity switch 51HN consists of a sensor which is installed on the cargo compartment ceiling, above the BULK cargo door, and a target which is installed, in a corresponding position, on the BULK cargo door. When the target is within the detection detection range of the sensor sensor ( door fully open ) the sensor sends a signal to the cargo ventilation controller 10HN which allows the isolation valve 50HN to open. When the target moves out of the detection range, the signal to the controller 10HN is cancelled which commands the isolation valve 50HN to the closed position. The sensor has two independent outputs which are commonly controlled. If one output fails, the other one continues to operate.
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AIR CONDITIONIG CARGO COMPARTMENT VENTILATION
A320 21-28
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Figur Figure e 64
Cargo Cargo Comp Compt. t. Ven Vent. t. and and Cooli Cooling ng Comp Compone onents nts
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AIR CONDITIONIG CARGO COMPARTMENT VENTILATION
A320 21-28
CARGO COMPT COMPT.. VENTILATION VEN TILATION OPERATION Operation The ventilation system for the AFT cargo compartment operates in the same mode on the ground or in flight. The cargo ventilation controller 10HN opens the isolation valves 33HN and 34HN. It receives a fully open signal from both valves and starts the blower fan 52HN and the extraction fan 35HN. The controller will close the isolation valves, and stop the two fans when : - the smoke detection control unit 10WQ detects smoke in the AFT cargo compartment ( Ref. 26-16-00 26-16-00 ), - the isolation valve switch 36HN is selected OFF. The ground cooling for the AFT cargo compartment is controlled by a proximity switch operated by the BULK cargo door. When the BULK cargo door is fully open, the isolation valve 50HN opens and the ground air source is connected to the LP connector in the belly fairing between frames 49 and 50 ( this ground air source must be stopped before you you close the BULK cargo door ). Control and Indication The AFT ISOL VALVE VALVE switch 36HN is installed on panel 22VU in the cockpit overhead panel. It controls the isolation valves 33HN and 34HN, the blower fan 52HN and the extraction fan 35HN. The cargo ventilation controller 10HN will only start the fans if a fully open signal is received from both isolation valves. With the isolation valve switch 36HN pressed in, the isolation valves 33HN and 34HN open fully and the blower fan 52HN and the extraction fan 35HN start. With the isolation valve switch pressed out, OFF light comes on white, the isolation valves close and the two fans stop. The FAULT light comes on amber if either isolation valve is not fully open or fully closed. If there is a extraction fan fault, the ventilation controller gives a signal to the zone controller 8HK. The zone controller generates a failure message for the Centralized Fault-Display Fault-Display System ( CFDS ).
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AIR CONDITIONIG CARGO COMPARTMENT VENTILATION
A320 21-28
CFDS ISOLATION VALVE 33HN EXTRACTION FAN 35HN
8HK CONTZONE TEMP. CONT AFT CARGO VENT FAULT
PROXIMITY SWITCH 51HN
SMOKE DETECTOR SMOKE DETECTOR
ISOLATION VALVE 50HN
BLOWER FAN 52HN
CONT AFT CARGO ISOL VALVE VALVE AFT ISOL VALVE ....OFF
ISOLATION VALVE 34HN
MASTER CAUTION AND SINGLE CHIME
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A/C ON GND DOOR FULLY OPEN FAN FAULT FAN FAULT CONTR. POWER LOSS DISAGREE
FULLY OPEN FULLY OPEN
FAN ON
ISOLATION VALVE OPEN
AFT CARGO VENTILATION CONTROLLER 10HN
Figur Figure e 65
Cargo Cargo Comp Compt. t. Ven Venti tila lati tion on Opera Operatio tion n Logic Logic
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AIR CONDITIONING CARGO COMPARTMENT VENTILATION
A319 / A321 21-28
CARGO COMPARTMENT COMPARTMENT DESCRIPTION A 319 / A 321 The Lufthansa A 319 / A 321 has, in contrast to the A 320, no cargo compartment ventilation system and no cargo ground cooling system installed. Therefore there is no need for a cargo vent panel and a cargo vent controller. Both cargo compartments are monitored by a cargo smoke detection system and connected to a single bottle fire extinguish system.
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AIR CONDITIONING CARGO COMPARTMENT VENTILATION
A319 / A321 21-28
22VU
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Figur Figure e 66
Carg Cargo o Comp Compar artm tmen entt Loca Locati tion on ( A319 A319 / A 321 321 )
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AIR CONDITIONING AVIONICS EQUIPMENT VENTIL ATION
21-26
21-26
AVIONICS EQ EQUIPMENT VE VENTILATION
DESCRIPTION. The avionics ventilation system operates in different configurations. These configurations are dependent on ambient temperature, whether the aircraft is on the ground or in flight. The avionics equipment is also cooled in different ways, these are not dependent on the ventilation system configurations. Rack equipment Equipment installed in the racks is cooled with air blown into the base of the racks through a sealed inlet.This air then flows through the equipment to the top of the racks and is then removed through an unsealed outlet. Other equipment installed on the racks is cooled with air blown into the base and then out at the top. Cathode Ray Tubes (CRTs) The CRTs CRTs located on the pilot’s panel are cooled with air blown through a sealed inlet /outlet on the panel. Pedestal Instruments The pedestal instruments are cooled with air blown through the instruments on the upper panel and around the instruments on the lower panel. The air then goes into the avionics compartment through vents in the cockpit floor.
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A320-2 A32 0-21 11
Cockpit Panels The overhead circuit breaker and power panels are cooled with cockpit air. This is drawn around the back of the panels and into the avionics ventilation system. Tranformer Rectifiers The transformer rectifiers are cooled with avionics compartment air. This air is drawn through the equipment into the avionics ventilation system. Window Controllers The window controllers are cooled with air blown through the equipment into the avionics compartment.
Radar The radar is cooled by air blown into the equipment through a sealed inlet and blown out through an unsealed outlet. Batteries (Independent Circuit) The batteries are cooled with avionics compartment air drawn through an inlet, around the batteries and overboard through a venturi. The ventilation airflow only takes place during flight because of the cabin differential pressure.
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AIR CONDITIONING AVIONICS EQUIPMENT VENTIL ATION
A320-2 A32 0-21 11 21-26
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26 HQ DUCT TEMP SENSOR ( > 62 C )
Figure Figure 67
Avion Avionics ics Equipm Equipment ent Ventila entilation tion Schema Schematic tic
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AIR CONDITIONING AVIONICS EQUIPMENT VENTIL ATION
A320-2 A32 0-21 11 21-26
AEVC CONTROL-WARNINGS AND CAUTIONS
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AIR CONDITIONING AVIONICS EQUIPMENT VENTIL ATION
A320-2 A32 0-21 11 21-26
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Figu Figure re 68
AEVC AEVC - ECA ECAM M Dis Displ play ay
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AIR CONDITIONING AVIONICS EQUIPMENT VENTIL ATION
21-26 AVIONICS EQUIPMENT VENTILATION OPERATION The avionics equipment is cooled with air supplied in different ways. These are an open circuit, a closed circuit, a partially open circuit and cockpit supply air (in failure cases) as listed hereafter :
AEVC SYSTEM SCHEDULE System Schedule depenting on certain configurations:
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A320-2 A32 0-21 11
skin temperatures, aircraft air-ground position, eng power settings
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AIR CONDITIONING AVIONICS EQUIPMENT VENTIL ATION
A320-2 A32 0-21 11 21-26
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Figu Figure re 69
AEVC AEVC Syst System em Sche Schedu dule le
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AIR CONDITIONING AVIONICS EQUIPMENT VENTIL ATION
21-26 OPEN CIRCUIT CONFIGURATION The avionics equipment is cooled with ambient air under certain conditions. These conditions are that the aircraft is on the ground and the ambient temperature is above +11 deg.C (+51.80 deg.F). Ambient air, drawn through a skin air inlet valve 15HQ is blown through a check valve 2150HM and filter assembly 2081HM,2082HM,2083HM . The air drawn by blower fan 20HQ is blown through a check valve 2140HM into the system.The air, after cooling the equipment, is drawn with an extract fan 18HQ directly overboard through an skin air outlet valve 22HQ. The skin heat exchanger is by-passed because the skin exchanger isolation valve 24HQ is closed.
GROUND OPERATION: Skin Temperatu Temperatu re >11 C y l n O s e s o p r u P g n i n i a r T r o F
A320-2 A32 0-21 11
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AIR CONDITIONING AVIONICS EQUIPMENT VENTIL ATION
A320-2 A32 0-21 11 21-26
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Figu Figure re 70
Open Open Circ Circui uitt Conf Config igur urat atio ion n
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AIR CONDITIONING AVIONICS EQUIPMENT VENTIL ATION
A320-2 A32 0-21 11 21-26
CLOSED CIRCUIT CONFIGURATION Closed Circuit Normally the avionics equipment is cooled with air in a closed circuit.The conditions are that the aircraft is on the ground and skin temperature below +4 deg.C (+39.20 deg.F) or in flight below +27 deg.C (+80.60 deg.F). In these conditions, the skin air inlet valve 15HQ and the skin air outlet valve 22HQ close. The skin exchanger outlet by-pass valve 23HQ opens. In addition, the skin exchanger isolation valve 24HQ opens to bring the skin heat exchanger into full use. Three pressure switches 17HQ (19HQ, 30HQ) at different places in the system, signal the avionics computer 10HQ when an increased pressure/ airflow is detected. When this signal is received, the skin exchanger inlet bypass valve 16HQ opens and air flows into the forward underfloor area. The skin exchanger inlet bypass valve 16HQ will close when the pressure switches indicate the system pressure/airflow is at the correct level.
FLIGHT OPERATION: OPERATION: GROUND OPERATION:
Skin Temperature Temperature <27 C or Skin Temperature <4 C
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AIR CONDITIONING AVIONICS EQUIPMENT VENTIL ATION
A320-2 A32 0-21 11 21-26
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Figu Figure re 71
Close Closed d Circ Circui uitt Confi Configur gurat atio ion n
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AIR CONDITIONING AVIONICS EQUIPMENT VENTIL ATION
A320-2 A32 0-21 11 21-26
PARTIALLY OPEN CONFIGURATION Partially Open Circuit The avionics equipment is cooled with air in a partially open circuit under certain conditions. These conditions are that the aircraft is in flight and the skin temperature is above +34 deg.C (+93.20 deg.F). When the avionics computer 10HQ receives an above +34 deg.C (+93.20 deg.F) signal from the skin temperature sensor 28HQ, the following happens: - skin exchanger outlet bypass valve 23HQ opens, - skin air outlet valve 22HQ partially opens, - skin exchanger inlet bypass valve 16HQ opens. The avionics is now cooled with system air and avionics compartment air coming into the system through the skin exchanger outlet bypass valve 23HQ.The air after cooling the equipment is directed overboard through the skin air outlet valve 22HQ and to the forward underfloor area through the skin exchanger inlet bypass valve 16HQ. When the ambient temperature drops below +27 deg.C (+80.60 deg.F), the system goes back to a closed circuit configuration.
FLIGHT OPERATION: OPERATION: Skin Temperature Temperature >34 C
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Figur Figure e 72
Part Partia iall lly y Open Open Confi Configur gurat atio ion n
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ABNORMAL OPERATION (BLOWER OR EXTRACT FAULT) Cockpit Supply Air The avionics equipment is cooled with air tapped from the cockpit supply duct when one of the following failure cases happens: (1) Extraction Low Flow The avionics computer 10HQ illuminates FAULT on the extract pushbutton switch 14HQ if the pressure switch 30HQ detects low flow. When this happens, OVRD on the pushbutton switch must be selected. This causes the conditioned air inlet valve 21HQ and skin exchanger isolation valve 24HQ to open. All other valves close.
BLOWER FAULT or EXTRACT FAULT Warning When the BLOWER pb-sw is set at OVRD position, or when the EXTRACT pb-sw is set at OVRD position. The system is in closed circuit configuration and air from air conditioning system is added to the ventilation air. Moreover with BLOWER pb-sw at OVRD position the blower fan is stopped, the extract fan remains energized. With EXTRACT pb-sw at OVRD position the extract tan is controlled directly from the pb-sw. Both fans remain energized. energized.
(2) Blower Low Flow/High Duct Temperature The avionics computer 10HQ illuminates FAULT on the blower pushbutton switch 13HQ when one or both of the following happens: - if the pressure switches 17HQ (19HQ) detect low flow, - if the temperature sensor 26HQ senses high duct temperature. When this happens, OVRD on the pushbutton switch must be selected. This causes the blower fan 20HQ to stop, opens the conditioned air inlet valve 21HQ and opens the skin exchanger isolation valve 24HQ. All other valves close.
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A320-2 A32 0-21 11 21-26
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Figu Figure re 73
Blow Blower er Faul Faultt or Extra Extract ct Faul Faultt
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A320-2 A32 0-21 11 21-26
SMOKE DRILL CONFIGUR ATION (3) Smoke (Ref. 26-00-00) If the smoke detector 1WA detects smoke, the smoke detector control unit (SDCU) 10HQ triggers illumination of: - the SMOKE legend of the GEN 1 LINE pushbutton switch on the panel 21VU - the FAULT FAULT legends of the BLOWER and EXTRACT pusbutton switches on the panel 22VU. When this happens, OVRD on the blower pushbutton pushbutton switch 13HQ and on the extract pushbutton switch 14HQ must be selected. This causes the blower fan 20HQ to stop, opens the conditioned air inlet valve 21HQ and partially opens the skin air outlet valve 22HQ. All other valves close and the air is directed overboard through the skin air outlet valve 22HQ.
ABNORMAL OPERATION OPERATION Smoke Drill -Both BLOWER and EXTRACT FAULT FAULT lights on. -Both BLOWER and EXTRACT pb-sw set at OVRD position. Cooling air is provided by air conditioning system, and extracted overboard. Blower fan stops.
(4) Computer Power Off If the avionics computer 10HQ stops operating, FAULT on extract pushbutton 14HQ and blower pushbutton 13HQ illuminates amber. When this happens, OVRD on both pushbuttons must be selected. This causes the blower fan 20HQ to stop, opens the conditioned air inlet valve 21HQ and partially opens the skin air outlet valve 22HQ. All other valves stay at their last controlled position.
Controller FaIlure Same configuration as above. The folIowing valves:— INLET VALVE -SKIN EXCH INLET BYPASS VALVE VALVE -SKIN EXCH ISOL VALVE remain in the position they were in before failure. Moreover the extract tan runs.
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A320-2 A32 0-21 11 21-26
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Figu Figure re 74
Smok Smoke e Dril Drilll Conf Config igur urat atio ion n
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AIR CONDITIONING AVIONICS EQUIPMENT VENTIL ATION
21-26 COMPONENT DESCRIPTIONS 1 Avionic Equipment Ventilation Computer The avionics computer 10HQ is a 2MCU (Ref. ARINC 600) electronic assembly mounted on a chassis encased with a metal cover. The avionics computer is located on shelf 88VU in the main avionics rack 80VU. The avionics computer controls the valves and fans in the avionics ventilation system. System condition information is sent to the avionics computer by pressure switches and temperature sensors in the system. The pressure controller and landing gear control interface unit send additional information to the avionics computer. This information depends on the signal, Thrust Lever Angle (TLA) in take off position and Landing gear position. The avionics computer does a power-up test when electrical power is supplied, and continuously monitors system components.
2 Blower Fan The avionics blower fan 20HQ is powered with a three phase, four-pole single induction motor. The motor drives a fan-wheel which has high efficiency blades and will operate continuously at about 11600 rpm. A thermo switch and relay are installed on the stator of the avionics blower fan. If the temperature of the stator gets to +140 +6 -6 deg.C (+284.00 +10.80 -10.80 deg.F), the thermo switch isolates the electrical supply to the fan. A fault indication light and reset button are installed on the fan body. The avionics blower fan is secured with clamps to brackets on the aircraft structure in the avionics compartment. Arrows on the fan casing show the direction of airflow through the fan and direction that the impellor rotates, if the impellor breaks up the casing is strong enough to contain debris. y l n O s e s o p r u P g n i n i a r T r o F
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3 Extract Fan The extraction fan 18HQ is identical to the blower fan 20HQ.
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A320-2 A32 0-21 11 21-26
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Figur Figure e 75
AEVC AEVC Comp Compute uterr and and Blowe Blower/ r/Ex Extr trac actt Fan Fan
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COMPONENT DESCRIPTIONS 4 Skin Heat Exchanger A skin heat exchanger is located in the upper fuselage between frames 12 and 14 and, in normal flight operations is used to cool the avionics ventilation air. A thermally insulated internal wall is bolted to these frames to form two rectangular ducts. This internal wall is easily removed for structural inspection. A drainage system is included to deal with any condensation when the heat exchanger is in operation.
5 Skin Temperature Sensor 28 HQ A skin temperature sensor 28HQ is installed on the inside of the fuselage skin. It consists of a sensor element through which an electrical current passes to measure the potential difference proportional to the temperature. The set temperature values are as follows: - on ground, increasing values +11 deg.C (+44.60 deg.F), decreasing values +4 deg.C (+39.20 deg.F). - after takeoff, increasing values +34 +34 deg.C (+96.80 deg.F), decreasing values +27 deg.C (+87.80 (+87.80 deg.F). deg.F).
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A320-2 A32 0-21 11 21-26
4 Skin Heat Exchanger
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SECTION VIEW OF SKIN HEAT EXCHANGER INTERNAL WALL
AIRCRAFT SKIN
Figu Figure re 76
Skin Skin Hea Heatt Exch Exch.. & Ski Skin n Tem Temp. p. Sen Senso sorr
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COMPONENT DESCRIPTIONS 6 Skin Air Inlet Valve 15 HQ The avionics skin air inlet valve 15HQ is installed in the fuselage skin at the forward-lower left-hand side. This valve is an electrically operated single flap valve which can be manually overriden. When the aircraft is on the ground the valve is fully open, during flight it is fully closed. If, after the take off sequence signal, the valve does not close, the ground crew can manually close it. Before the valve is closed manually, it must first be isolated electrically with a toggle switch located inside the valve.
7 Skin Air Outlet Valve 22 HQ The avionics skin air outlet valve 22HQ is installed in the fuselage skin at the forward-lower right-hand side. This valve is an electrically operated single flap valve with a smaller flap built into it. When the aircraft is on the ground the valve is fully open, during flight it is fully closed. The smaller flap will open during flight, when the following happens: - when the skin temperature is above +34 deg.C (+93.20 deg.F) (partially open circuit), - if smoke is detected in the avionics ventilation system, - if the avionic computer 10HQ malfunctions. When on ground, if after take off sequence signal, the valve does not close, the ground crew can manually close it. Before the valve is closed manually it must first be isolated electrically with a toggle switch inside the valve.
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SMALL FLAP
DEACTIVATION SWITCH y l n O s e s o p r u P g n i n i a r T r o F
MAIN FLAP
HANDLE LATCH DEACTIVATION SWITCH HANDLE LATCH
SMALL FLAP
HANDLE
Figu Figure re 77
Skin Skin Air Air Inle Inlett- and and Skin Skin Air Air Outl Outlet et Val Valve ve
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21-26 COMPONENT DESCRIPTIONS 8 Demister Air Filter A two-stage filter assembly is installed upstream of the blower fan 20HQ. The first-stage is a cleanable plate type filter 2081HM which removes dust particles above 1000 microns and a multi-layer filter which removes water particles. The second stage is a cleanable, corrugated-cartridge-barrier filter 2082HM which removes any dust particles above 400 microns (Ref.ARINC 600). The filter assembly 2081HM, 2082HM, 2083HM is made, to allow easy access for cleaning.
9 Skin Exchanger Inlet Bypass Valve 16 HQ The skin exchanger inlet bypass valve 16HQ is installed downstream of the extraction fan 18HQ in the tapping to the FWD underfloor area. This valve is of the butterfly type, with an actuator which moves the butterfly to the open or closed position. Two microswitches signal the valve position to the avionics computer 10HQ. A visual position indicator is located on the top of the actuator unit. The function of the valve is to discharge the ventilation air above the required quantity to the underfloor area.
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10 Skin Exchanger Isolation Valve 24 HQ The skin exchanger isolation valve 24HQ is installed upstream of the skin heat exchanger. exchanger. This valve is identical to the skin exchanger inlet bypass valve 16HQ.
11 Conditioning Air Inlet Valve 21 HQ The conditioned air inlet valve 21HQ is installed in a duct which connects to the cockpit main supply duct. This valve is similar to the skin exchanger inlet bypass valve 16HQ. The function is to allow cockpit supply air into the system to make sure of the cooling in failure cases.
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A320-2 A32 0-21 11 21-26
8
Demister Air Filter 9 Skin Exch. Inlet B ypass Valve 16HQ 10 Skin Exch. Isolation Valve 24HQ 11 Conditioning Air Inlet Valve 21 HQ
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WARER DRAIN
Figur Figure e 78
Demi Demist ster er Fil Filte terr & AEVC AEVC Syt Sytem em Val Valve ves s
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AIR CONDITIONING AVIONICS EQUIPMENT VENTIL ATION
21-26 COMPONENT DESCRIPTIONS 12 Skin Exchanger Outlet Bypass Valve 23 HQ The skin exchanger outlet bypass valve 23HQ is installed downstream of the skin heat exchanger. This valve is identical to the skin exchanger inlet bypass valve 16HQ. The function is to allow avionics compartment air into the system when the skin heat exchanger efficiency is degraded.
13 Air Inlet Check Valve 2150 HM A check valve 2150HM is installed after the skin air inlet valve 15HQ .The purpose of the check valve is to protect the system at the air inlet against possible adverse effect caused by cabin differential pressure.
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14 Check Valve 2140 HM A check valve 2140HM is installed downstream of the blower fan 20HQ. Thecheck valve is made to be installed in line between the ducts. Two semi-circle flaps are installed on a hinge-bar, a spring holds these semicircle flaps in the closed position. Airflow from the blower fan 20HQ will lift the semicircle flaps from their seats. This will allow air to flow through the check valve to the avionics ventilation system. Airflow in the opposite direction through the check valve will push the semicircle flaps back onto their seats to stop the airflow. An arrow on the check valve casing shows which direction the air will flow through the check valve.
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A320-2 A32 0-21 11 21-26
14
12 Skin Exchanger Outlet Bypass Valve 23 HQ 13
1
12
14 13 Air Inlet Check Valve 2150 HM y l n O s e s o p r u P g n i n i a r T r o F
Figure Figure 79
Skin Skin Exch. Exch. Outlet Outlet Bypass Bypass Valv Valve e & AE AEVC VC C Chec heck kV Valv alves es
Check Valve 2140 HM
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AIR CONDITIONING AVIONICS EQUIPMENT VENTIL ATION
21-26 COMPONENT DESCRIPTIONS 15 Pressure Switch 17HQ,19HQ,30HQ Three pressure switches 17HQ,19HQ and 30HQ are installed in the avionics ventilation system, two in the blowing circuit and one in the extraction circuit. The switches are of the capsule/microswitch type with an electrical connector at the top. A low flow indication is given at a differential pressure of 1.7 mbar plus 1.3 or minus 0.5 mbar.
16 Duct temperature Sensor 26HQ The duct temperature sensor 26HQ is installed upstream of the main avionics rack 80VU. It consists of a thermistor mounted in a stainless-steel tube, an electrical connector is mounted at the top.If an overheat condition is detected the same indications and actions as a blowing low flow will occur. The set temperature values are: - increasing temperatures 62deg.C +1deg.C (143.6deg.F +1.8deg.F). - decreasing temperatures 60deg.C +1deg.C (140deg.F +1.8deg.F)
17 Smoke Detector 1WA A smoke detector 1WA is installed upstream of the extract fan 18HQ. It is of the duct ionization type with an electrical connector for connection to the warning circuits and avionics computer 10HQ (Ref. 26-00-00).
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A320-2 A32 0-21 11
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17
15
15
16
15
15 Pressure Switch 17HQ / 19HQ / 30HQ
16 Duct Temperature Sensor 26HQ
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Figure Figure 80
Press. Press. Switch Switch,, Duct Duct Temp Temp.. Sensor Sensor & Smoke Smoke Detect Detector or
1
17 Smoke Detector 1WA
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AIR CONDITIONING CFDS SYSTEM REPORT / TEST AEVC
21-26
21-26
CFDS OF AEVC SYSTEM
SYSTEM REPORT/TEST AEVC The AEVC has 3 menu: < LAST LEG REPORT
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A319/A320/A321
< TEST < CLASS 3 FAULTS
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AIR CONDITIONING CFDS SYSTEM REPORT / TEST AEVC
A319/A320/A321 21-26
A3 Page see Appendix CFDS MENU
AEVC
< LAST LEG REPORT
< LAST LEG REPORT
< LAST LEG ECAM REPORT
< TEST
< PREVIOUS LEGS REPORT
< CLASS 3 FAULTS
AEVC CLASS 3 FAULTS GMT DATE 1106 1300 21-26-55 OUTLET BYPASS VLVE 23HQ
< AVIONIC STATUS < SYSTEM REPORT / TEST * SEND
PRINT *
POST FLT REP.
< RETURN
PRINT *
PRINT *
< RETURN
SYSTEM REPORT / TEST
FUEL >
< AFS < COM
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AEVC TEST
F / CTL >
< AIRCOND
21-26-51 BLOWER FAN 20 HQ
ICE & RAIN >
< ELEC
INST >
< FIRE PROT
L/G>
< RETURN
NAV >
END OF TEST
PRINT *
< RETURN
SYSTEM REPORT / TEST AIR COND < CABIN PRESS CONT 1
AEVC LAST LEG REPORT GMT: 1055 ATA: 21-26-51
< CABIN PRESS CONT 2 < CAB TEMP CONT
BLOWER FAN 20HQ
< AEVC < CARGO HEAT CONT AFT * SEND
< RETURN
Fig Figure 81
CFDS FDS AE AEVC ME MENU
PRINT *
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AIR CONDITIONING PRESSURIZATION
A319/A320/A321 21-30
21-30
PRESSURIZATION SY SYSTEM
GENERAL The pessurization control system makes sure that the pressure in the presssurized fuselage is safe and comfortable for the passengers and crew. The system consits of: 2 Cabin Pressure Controller ( CPC ) 1 flap-type outflow valve with 3 motors ( 2 auto & 1 manual motor ) 1 control panel 2 safety valves
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Figure 82
General
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AIR CONDITIONING PRESSURE CONTROL AND MONITORING
A319/A320/A321 21-31
21-31
PRESSURE CONTROL AND MONITORING
CABIN PRESS PANEL DESCRIPTION Genral During normal operation the system operates automatically and no inputs from the crew are required. The only direct input the system needs needs is from the landing-field elevation selector 20HL. The selector knob is set to the AUTO position for normal operation. This makes sure that the controllers 11HL (12HL) take the landing-field elevation input-signal from the FMGS. In all other cases the landing-field elevation selector output-signal overrides the input-signal from the FMGS.
3 V/S CTL Toggle Switch Manual control of outflow valve 10HL when MAN on mode sel switch 14HL is illuminated. UP : Valve opens, DN : Valve closed. NOTE: Due NOTE: Due to slow outflow valve operation,toggle switch must be maintained in UP or DN position until target V/S is reached in this configuration the power supplies to the AUTO motors are cut off, and the MAN motor is activated to control the outflow valve
1 Landing-Field Elevation Selector The landing-field elevation selector 20HL is installed on the CAB PRESS panel 25VU, located on the overhead panel in the cockpit. The crew is able to select a landing field elevation when the input knob is pulled and turned in a clockwise direction. The range of the landing-field elevation selector is from 2000 ft below sea level to 14000 ft above sea level. The selector knob drives a dual (redundant) potentiometer which supplies a separate output to each controller 11HL (12HL). With the selector knob in the AUTO position, the controllers will automatically take the FMGS landing-field elevation data to elabrate an optimized pressure shedule.If there is no signal from FMGS, the crew must select destination landing-field elevation.There is a detent in the AUTO position and a mechanical stop between this and 14000 ft.
2 Manual Mode Selection Switch y l n O s e s o p r u P g n i n i a r T r o F
Fault light amber illuminates when both controllers are defective, switch released white MAN light illuminates, FAULT extinguishes, manual control is then operative with the MAN V/S CTL toggle switch to control outflow valve 10HL position.
4 Ditching switch (guarded black) When the switch 13HL is pressed in ON illuminates and the aircraft goes into the ditching configuration, this closes: - the outflow valve 10HL, - the air conditioning packs 0010HM (0011HM), - the avionics air-outlet valve 22HQ, if open, - the emergency ram-air inlet, if open, NOTE: The outflow Valve will not automatically close if it is under manual con trol.
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A319/A320/A321 21-31
3 Figur Figure e 83
2
1
4
Pres Pressu sure re Contr Control ols s and and Indi Indica cati tions ons
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A319/A320/A321 21-31
ECAM CAB PRESS PAGE DESCRIPTION
ECAM CRUISE PAGE DESCRIPTION
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A319/A320/A321 21-31
ECAM CAB PRESS PAGE
ECAM CRUISE PAGE
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Figur Figure e 84
ECAM ECAM Cab. Cab. Pres Press. s. & Crui Cruise se Page Page
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AIR CONDITIONING PRESSURIZATION
21-30 SYSTEM OPERATION The system has two identical, independent, automatic systems. Each systemhas a Cabin Pressure Controller (CPC) 11HL (12HL) which controls the pressure through a flap-type outflow valve 10HL. This valve is installed in the lower right-hand fuselage skin behind the aft cargo compartment. Only one CPC operates the system at the time, with the other system on hot standby. The change of control from one CPC to the other is fully automatic after each flight, on landing. The CPC will also changes in flight if there is a failure or part failure of one of the control systems. Two safety valves 6HL (7HL) prevent excessive positive and negative differential pressure in the cabin. These valves are installed in the aft pressure-bulkhead above the aircraft floatation line. A DITCHING pushbutton switch 13HL ( guarded black ) closes the outflow valve in ditching configuration.( only when system operates in Auto / Semi auto Mode )
AUTOMATIC OPERATION
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A319/A320/A321
In the automatic operation the CPCs use the data from the Flight Management and Guidance System (FMGS) and the Air Data/Inertial Reference System (ADIRS). The active CPC sends control signals through a RS422 bus to the to the outflow valve electroinic box , the auto-motor and a gearbox drive the outflow valve to the demanded position. The feedback module gives the position signals to the CPCs via the electronic box for control purposes and indication on the Electronic Instrumentation System (EIS).A landing field elevation (LDG ELEV) selector 20HL is installed on the CABIN PRESS overhead panel 25VU. Under normal condition the LDG ELEV selector is selected in the AUTO position. Then the CPCs 11HL (12HL) use the landing field elevation data from the FMGS. In all other cases the LDG ELEV selector signal overrides the FMGS data (semi-automatic operation).
SEMI - AUTOMATIC OPERATION OPERATION If the data from the FMGS is not available, the landing field elevation can be adjusted with the LDG ELEV selector on the CABIN PRESS overhead panel 25VU manually. manually. Then the CPCs controls the outflow valve with data from the ADIRS and the LDG ELEV selector.
MANUAL OPERATION The cabin pressure can be controlled manually from the CABIN PRESS overhead panel 25VU. When the MODE SEL pushbutton switch is pushed to the MAN position and the MAN V/S CTL switch is set to UP or DN, the manual motor and the gearbox moves the outflow valve flaps to the commanded position. The feedback module sends position signals to the backup part of the CPC 1 for indication. The backup part gives the excess cabin altitude and the pressure data to the EIS. The data is shown on the PRESS page of the ECAM lower display unit.
OPERATION OPERA TION IF THERE IS A FAILURE (1) Failure in the active CPC If the Built-In Test Equipment (BITE) detects a failure, the status changes changes automatically to standby and the other system takes over the control. Minor failures which are stored in the class 3 memory, do not lead to a system failure. The CPC sends a signal to the EIS and on the ECAM upper display unit the related warning appears. The CPC also keeps the failure data in its memory which can be indicated on the MCDU. (2) Failure in the standby CPC If the BITE detects a failure, the system stays in standby-fail. Minor failures which are stored in the class 3 memory, do not lead to a system failure. The CPC sends a signal to EIS and on the ECAM upper display unit the related warning appears. The CPC also keeps the failure data in its memory which can be indicated on the MCDU. (3) Failure in both CPCS If in both CPC‘s failures appear, the crew must control the cabin pressure manually. manually. ( FAULT FAULT LT in Mode Sel. PB ”ON” ) .The CPCs send a signal to EIS and on the ECAM upper display unit the related warning appears. The CPCs also keep the failure data in its memory which can be indicated on the MCDU. CPC‘s Reset For the reset of the CPCs the subsequent circuit breakers must be opened for at least 2 seconds: for the CPC 1, the circuit breaker 1HL which is installed on the circuit breaker panel 49VU, for the CPC 2, the circuit breaker 2HL which is installed on the circuit breaker panel 122VU. When the circuit breaker for the related CPC is closed again the CPC power-up test starts.
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Figu Figure re 85
Pres Pressu suri riza zati tion on Cont Contro roll
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AIR CONDITIONING PRESSURIZATION
21-30 PRESSURE SCHEDULES AND RATE LIMITS
DESCENT MODE (DE)
In automatic operation no action of the crew is necessary. The CPCs receive landing elevation and QNH data from the FMGC and pressure altitude data from the ADIRUs. The active CPC sends demand signals to the electronic box of the outflow valve. The related auto-motor controls the outflow valve flap through a gearbox to the demanded position. The feedback module sends the position data through the electronic box to the CPC. On the PRESS page of the ECAM lower display unit the system status is shown.70 seconds after each aircraft landing the active CPC changes to standby and the standby CPC changes to active.The CPCs pressurize the aircraft through 6 modes.
The active CPC optimizes the pressure rate so that the cabin pressure reaches the landing field pressure just prior to landing. The maximum desent rate is limited to -750 ft/mn. As with take-off, to avoid a pressure bump bump during touch down the fuselage is pressurized with a delta p of 7 mbar (0,1 psi). At touch down the fuselage depressurizes with a cabin rate of (500 ft/min) to the landing field pressure. The outflow valve will be driven to its fully open position after 55 sec. and the system transfers 70 s after the GN mode is set independent of the differential pressure.
GROUND MODE ( GN ) Before take-off and 55 seconds after landing, landing, the active CPC controls the outflow valve to the fully open position to make sure that there is no residual delta-P in the aircraft.At touchdown, the CPCs controls the cabin V/S at -500 ft/mn. to release the remaining delta pressure.
TAKE-OFF TA KE-OFF MODE (TO) (TO) To avoid a pressure surge during aircraft rotation, the CPC prepressurizes the aircraft with a rate of -500 ft/mn until the delta pressure reaches 0.1 psi.. The cabin is pre-pressurized as power is set to take-off ( N2 > min TO signal ).
CLIMB MODE (CE) This mode is initiated at lift-off. The active CPC controls the pressure in relation of the actual rate of climb of the aircraft. y l n O s e s o p r u P g n i n i a r T r o F
A319/A320/A321
CRUISE MODE (CR) The cabin altitude is controlled to a constant delta-P. delta-P. The max delta P is 8.06 psi which correspond to a cabin altitude of 8000 ft is reached at 39000 ft cruise level. When the selected landing field elevation is more than 5200ft.above the cabin altitude, during cruise and higher than 8000ft. the cabin altitude is increased to keep the difference constandly 5200ft.
ABORT MODE (AB) The purpose of the abort mode is to prevent the cabin climbing if the aircraft does not climb after take-off. ( For example, if an engine failure happens after V1 the aircraft must take-off ). The system will switch to the climb mode after take-of f. If the aircraft descends, instead of climbing, while the altitude altitude is below 8000 ft. the system switches into the abort mode. The cabin pressure is then kept to the value before take-off.
g n i n i a r T l a c i n h c e T a s n a h t f u L
AIR CONDITIONING PRESSURIZATION
A319/A320/A321 21-30
Aircraft
+39000 ft
MAX P + 8.06 psi
+8000 ft
CABIN
Outflow valve full open
Touch down ( MLG COMP.)
P + 0.1 psi
P + 0.1 psi
-500 ft y l n O s e s o p r u P g n i n i a r T r o F
Lift-off ( MLG EXTEND.)
55 sec. CABIN V/S +500 ft/min
GROUND
TAKE-OFF
CLIMB
Figur Figure e 86
CRUISE
Pres Pressu suri riza zati tion on Fligh Flightt Prof Profil ile e
DECENT
GROUND
g n i n i a r T l a c i n h c e T a s n a h t f u L
AIR CONDITIONING PRESSURE CONTROL AND MONITORING
21-31
21-31
PRESSURE CO CONTROL COMPONENTS
PRESSURE CONTROLLERS The CPCs 11HL (12HL) have functions as follows: - automatic cabin pressure control, - back-up indication for manual control, - alarm functions (ECAM warnings), - self-monitoring and failure indication (BITE + CFDS). Two identical CPC are used for redundant system control, each contains: - a cabin pressure sensor, - the ARINC bus interface to SDAC (ECAM), CFDS, FMGS and ADIRS, - the discrete interface to the LGCIU and EIU, - the digital control logic, - the interface with the landing-field elevation selector, - the interface with the other CPC, - the interface with the outflow valve 10HL actuator. A separate electrically supplied part of the CPC 1 is the back-up circuit and contains: - a pressure sensor, - an analog circuit. These generate the limit function output discrete and the analog system display outputs.The controller is is installed in shelves 95VU and 96VU of the main rack 90VU.The CPC receives signals from different sources. All signals sent are digital or discrete. The CPC back-up indication circuit sends only analog signals to the EIS.
SYSTEM CONTROL INTERFACES y l n O s e s o p r u P g n i n i a r T r o F
A319/A320/A321
Engine Interface Unit (EIU) descrete signals thrust lever angel in take-off position N2 at or above idle This signals are used for pre-pressurization and pressurisation sequences. LGCIU Interface The LGCIU 1 (5GA1) and LGCIU 2 (5GA2) give a discrete signal for the flight/ground status to the CPCs.
This signal is used for pre-pressurization,pressurization,sequences pre-pressurization,pressurization,sequences and system transfer. ADIRU‘s Interface static pressure baro correction ADIRU validation This signals are used for all sequences and ADIRU ADIRU / CPC priority selection. Air Conditioning panel / Cabin press panel interfaces emergency ram air inlet selection,used for outflow valve full opening. ditching for closing outflow valve in auto mode. landing field elevation and manual mode selection for manual operation CFDS Interface The BITE in the CPCs and the outflow valve actuator drive electronics, can isolate faults down to component level. This information is given to the CFDIU (1TW) via an ARINC 429 data bus. FWC Interface controller 1 signals both FWC‘s to produce a level 3 warning in manual mode( excessive cabin altitude 9550 ft ). SDAC Interface signals warnings and indications, used in auto mode ( Arinc and descrete signals from controllers), manual mode (3 analog signals from controller 1). CIDS Interface signal excess cabin altitude ( 11300 ft ), used for passenger signs.
g n i n i a r T l a c i n h c e T a s n a h t f u L
y l n O s e s o p r u P g n i n i a r T r o F
AIR CONDITIONING PRESSURE CONTROL AND MONITORING
A319/A320/A321 21-31
90VU
Figu Figure re 87
Pres Pressu sure re Cont Contro roll ller ers s
g n i n i a r T l a c i n h c e T a s n a h t f u L
y l n O s e s o p r u P g n i n i a r T r o F
AIR CONDITIONING PRESSURE CONTROL AND MONITORING
A319/A320/A321 21-31
OUTFLOW VALVE General The outflow valve 10HL is of the dual-gate type, designed to produce thrust recovery. The valve is installed below the aircraft floation line, on the righthand side of the fuselage behind the aft cargo compartment. The outflow valve has: two outflow valve electronic boxes, two automatic motors, a manual motor, a feedback module, an outflow valve body, a gearbox. Only one motor is active at any one time. During this time the other motors are locked.
Outflow Valve Electronic Boxes The outflow-valve electronic boxes contains the electronic circuits which are devided into the following sections: - the data input section (RS422 receiver), - the microcontroller and memory section, - the motor drive section, - the valve position feedback section (RVT position), - the BITE circuits, - the data output section (RS422 transmitter), - the power supply module. The box communicates with with the CPC 11HL 11HL respectively 12HL 12HL via the RS422 bus. A pressure switch is installed in each box. It operates independently from the automatic operation. It closes the outflow valve if the pressure in the fuselage is less than the atmospheric pressure at an altitude of 15000 ft. (4571.91 m).
Automatic Motors The automatic motors are DC brushless type with electromechanical brake. They are used in automatic operation. Motor 1 - CPC 1 Motor 2 - CPC 2 Manual Motor The manual motor is a DC brush type. It is used in manual operation only when the toggle switch is used. Feedback Module The feedback module is a Rotary Variable Transformer Transformer (RVT). It sends position data to the cabin pressure controllers 11HL and 12HL through the outflow valve electronic boxes. Potentiometer sends position data to the manual backup circuit of the cabin pressure controller 11HL. Outflow Valve Bodies The outflow valve body has two gates, one forward and one aft. The gates are installed in a rectangular frame. The forward gate opens outwards and is mechanically connected to the aft gate. The aft gate opens inwards and is mechanically connected to the gear box and the forward gate. At low valve angles the valve gates make a two-dimensional nozzle that directs the outflow of air and gives thrust recovery. Gearbox The gearbox transmits the movement from the activated motor to the outflow valve flap. A mechanical stop limits the rotation of the drive shaft for the valve flap movement.
g n i n i a r T l a c i n h c e T a s n a h t f u L
AIR CONDITIONING PRESSURE CONTROL AND MONITORING
A319/A320/A321 21-31
y l n O s e s o p r u P g n i n i a r T r o F
Figu Figure re 88
Outf Outflo low w Valve alve (10H (10HL) L)
g n i n i a r T l a c i n h c e T a s n a h t f u L
AIR CONDITIONING PRESSURE CONTROL AND MONITORING
21-31 SAFETY VALVES General For limitation of maximum positive/negative differential pressure two safety valves 6HL (7HL) are installed on the aft pressure bulkhead. The valves are located above the aircraft floatation line, which stops water entering the fuselage in the event of ditching. Microswitches indicate the valve position on ECAM, the valves are normally closed. Description The safety valves 6HL (7HL) are poppet-type pneumatic valves and consists of two main elements, a valve part and control part. The valve part consists of a base, housing and cap, the control part is integral with the main valve housing. Operation
y l n O s e s o p r u P g n i n i a r T r o F
A319/A320/A321
The pneumatic safety valves use a balanced poppet to give precise limit control of the cabin-to-ambient pressure differential. The valves control cabin- pressure in modulating the amount of air allowed to flow into or out of the cabin. An opposing reference spring force senses the cabin-to-ambient differential across the control diaphragm. When cabin-to-ambient differential pressure control set point is reached, the control piston force overcomes the reference spring force. The control poppet now starts to control valve pressure, positioning the valve poppet to regulate cabin pressure. The safety valve differential pressure limitations are as follows: positive valve setting pressure, (8.6 psi +/- 0.1 psi) maximum positive overpressure, (9.0 psi) negative valve setting pressure, (-0.27 psi +/-0.02 psi) maximum negative differential (-0.5 psi) pressure (two valves operating), maximum negative differential (-1.0 psi) pressure (one valve operating).
When one of the safety valves is open there is no indication. This is a correct function. However, should the safety valve stay open for more than 60s, it then becomes a fault and the following occurs: the amber MASTER CAUT lights come on,
a single chime is heard, on the ECAM lower display unit the PRESS page comes on and the ambersafety valve symbol shows open,
on the ECAM upper display unit the warning message CAB PR SAFETY VALVE VALVE OPEN and the required actions come on. The delta-p shown on the ECAM at this time will be between 8.2 and 8.5 psi.
g n i n i a r T l a c i n h c e T a s n a h t f u L
AIR CONDITIONING PRESSURE CONTROL AND MONITORING
A319/A320/A321 21-31
LOCATION:
POSITION SWITCH CONNECTOR
PRESSURE BULKHEAD
y l n O s e s o p r u P g n i n i a r T r o F
CONTROL AMBIENT SENSE LINE
Figu Figure re 89
Safe Safety ty Valve alves s (6H (6HL L and and 7HL) 7HL)
FILTER
g n i n i a r T l a c i n h c e T a s n a h t f u L
y l n O s e s o p r u P g n i n i a r T r o F
AIR CONDITIONING CFDS SYSTEM REPORT / TEST
A320-211 Cabin Pressurization System
21-31
21-30
CFDS
CFDS CPC SYSTEM REPORT/TEST MCDU Maintenance Messages If there is a failure, a maintenance message is shown on the MCDU. A failure in the CPCS can be class 1 or class 3. Class 1 failures require immediate maintenance action, as they always lead to a loss of the affected system with operational consequences. The < CAB PRESS CONT 1(2) menu has 5 options: < LAST LEG REPORT < PREVIOUS LEGS REPORT < LRU IDENTIFICATION IDENTIFICATION < TEST / CALIBRATION CALIBRATION < CLASS 3 FAULTS Fault Codes If a fault is detected by the CPC BITE, a fault code for shop maintenance is shown on the CFDS in addition to the related CFDS maintenace message. A subsequent table in the TSM & AMM shows the possible fault codes with theirattached fault origns. LAST LEG REPORT: The Last Leg Report shows the Faults of the last flight leg. The report shows: - the maintenance message of the failure, - a fault code for shop maintenance, - the date and time when the fault occurs, - the ATA ATA number of the maintenance message, - the FIN of the failed component. PREVIOUS LEGS REPORT: The PREVIOUS LEGS REPORT shows all failure that occured during the last 63 legs. The MCDU screen shows: - the flight number (aircraft tail number), - the maintenance message of the failure, - a fault code for shop maintenance, - the leg number, - the date and time when the fault occurs, - the flight phase,
- the ATA ATA number of the maintenance message, - the FIN of the failed component. LRU IDENTIFICATION: IDENTIFICATION: The LRU IDENTIFICATION Page shows the Part / Number of the main Electronic Units which are installed in the system: 9022 - 15702-8 15702-8 (Part / Nummer) Cabin Pressure Controller 1 TEST / CALIBRATION When the < TEST / CALIBRATION CALIBRATION line line key is pressed, the MCDU shows: ESC PACKS .....OFF, GROUND AIR SUPPLY ....OFF, LFES .....SET TO 14000 ft, ADIRS 1; 2; 3 .....ON, MODE SEL .....AUTO, When the CONTINUE line keyis pressed, the test starts and the message ( IN PROGRESS 90 SEC ) comes on.During the Test the Outflow Valve is driven to the open and closed position. During the test also the end of travel stops of the outflow valve are calibrated in the CPC. After the test, one of the subsequent isshown: - TEST OK if there are no failures,: RESET LFES LFES ---> AUTO - TEST FAILED : TRY C/B RESET RESET + NEW TEST TEST RESET LFES ---> AUTO - NO TEST : TEST : MODE SEL AUTO AUTO + NEW TEST CLASS 3 FAULTS: A class 3 failure is not as important, but should be observed for frequent reoccurance.. The MCDU screen shows: - the maintenance message of the failure, - a fault code for shop maintenance, - the leg number, - the date and time when the fault occurs, - the flight phase, - the ATA ATA number of the maintenance message, - the FIN of the failed component.
g n i n i a r T l a c i n h c e T a s n a h t f u L
AIR CONDITIONING CFDS SYSTEM REPORT / TEST
A320-211 Cabin Pressurization System
21-31
CAB PRESS CONT 1
< PREVIOUS LEG REPORT
< LAST LEG REPORT
NO FAULTS
< TEST/ CALIBRATION
< PREVIOUS LEGS REPORT
< CLASS 3 FAULTS
< AVIONIC STATUS
PRINT *
< RETURN
< SYSTEM REPORT / TEST
PRINT *
< RETURN PRINT *
POST FLT REP.
CAB PRESS CONT 1 TEST / CALIBRATION
CAB PRESS CONT 1 LRU IDENTIFICATION
ECS PACKS..................................OFF GROUND AIR SUPPLY ................OFF LFES.......................SET TO 14000 FT ADIRS 1, 2, 3, ...............................ON
CPC 1 902215702-8 SYSTEM REPORT / TEST
< CONTINUE F / CTL >
< AIRCOND
FUEL >
< AFS < COM
GMT
DATE
< LRU IDENTIFICATION
< LAST LEG ECAM REPORT
* SEND
CAB PRESS CONT 1 CLASS 3 FAULTS
< LAST LEG REPORT
CFDS
< ELEC
INST >
< FIRE PROT
L/G>
< RETURN
NAV >
PRINT *
< RETURN PRINT *
< RETURN
ICE & RAIN >
CAB PRESS CONT 1 PREVIOUS LEGS REPORT LEG DATE GMT -0 2 1005 1250
CAB PRESS CONT 1 TEST / CALIBRATION IN PROGRESS ( 20......90 SEC )
P HAS E 06
ATA 21-31-51 OUTFLOW VLV FDBK AY
y l n O s e s o p r u P g n i n i a r T r o F
-03 1007 1100 02 ATA 21-31-34 PRESS CONT 1 (49 )
SYSTEM REPORT / TEST AIR COND < CABIN PRESS CONT 1
< RETURN
PRINT *
< CABIN PRESS CONT 2 < CAB TEMP CONT < AEVC < CARGO HEAT CONT AFT * SEND
CAB PRESS CONT 1 LAST LEG REPORT GMT: 1050
CAB PRESS CONT 1 TEST / CALIBRATION
ATA: 21-3121-31-34 34
PRESS CONT 1 (11HL) ( CLASS 1 )
TEST FAILED 49 21-31-34 PRESS CONT 11HL
< RETURN
Figure ure 90
PRINT *
CFDS CPC CPC MENU
RESET LFES AUTO
g n i n i a r T l a c i n h c e T a s n a h t f u L
AIR CONDITIONING MAINTENANCE TESTS
21-31 PRESSURIZATION TEST OF THE FUSELAGE There are 3 Pressurization Tests in the AMM ATA ATA Chapter 05-53-00. Test at a Differential Pressure of 4 psi. ( TASK 05-53-00-780-001 05-53-00-780-001 ) - Rea Reason son for the Job: Job: To find possible leaks in the repaired area after small structural repairs. Test at Differential Pressure of 8 psi. ( TASK 05-53-00-780-002 05-53-00-780-002 ) - Rea Reason son for the Job: Job: To find possible leaks in the repaired area after major structural repairs. Test at a Differential Pressure of 8.4 psi. ( TASK 05-53-00-780-003 05-53-00-780-003 ) - Rea Reason son for the Job: Job: To measure structual leakage AIDS Alpa Call up: ”PDC” ”VSCB” ”ZCB” ”OVP”
y l n O s e s o p r u P g n i n i a r T r o F
A319/A320/A321 Cabin Pressurization System
CABIN DIFF.PRESSURE CABIN VERTICAL SPEED CABIN ALTITUDE OUTFLOW VALVE POSITION
1 m 1 2 t e 3 3 s 1 y A / S 2 0 n 2 i o 3 t a A z / i r 9 u 1 s 3 s e A r
1 8 1 : e g a P
P n i b a C
E L P M A X E M M
1 m 1 2 t e 3 3 s 1 y A / S 2 0 n 2 i o 3 t a A z / i r 9 u 1 s 3 s e A r
2 8 1 : e g a P
P n i b a C
E L P M A X E M M
1 m 1 2 t e 3 3 s 1 y A / S 2 0 n 2 i o 3 t a A z / i r 9 u 1 s 3 s e A r
3 8 1 : e g a P
P n i b a C
E L P M A X E M M
1 m 1 2 t e 3 3 s 1 y A / S 2 0 n 2 i o 3 t a A z / i r 9 u 1 s 3 s e A r
4 8 1 : e g a P
P n i b a C
E L P M A X E M M
1 m 1 2 t e 3 3 s 1 y A / S 2 0 n 2 i o 3 t a A z / i r 9 u 1 s 3 s e A r
5 8 1 : e g a P
P n i b a C
E L P M A X E M M
1 m 1 2 t e 3 3 s 1 y A / S 2 0 n 2 i o 3 t a A z / i r 9 u 1 s 3 s e A r
6 8 1 : e g a P
P n i b a C
E L P M A X E M M
g n i n i a r T l a c i n h c e T a s n a h t f u L
AIR CONDITIONING STUDENT RESPONSE QUESTIONS
A319 / A320 / A321 21
STUDENT RESPONSE QUESTIONS SELF EXAMINATION 1
How is the the flo flow w thro through ugh the the pac packs ks con contr troll olled ed ?
Answer:
2
6
What What is the purpose purpose of the the Therm Thermost ostat at inst install alled ed at at the condenser ? Answer:
How is ici icing ng up up of the the con conde dens nser er pre preve vente nted d?
Answer:
7
How can can the the mixe mixerf rfla lap p actua actuator tor be be chec checke ked d?
Answer: 3
What What is the purpo purpose se of the the mix mixing ing unit unit ?
Answer:
8
what what happen happens s if the the lavat lavatory ory and and galle galley y vent vent fan fan fails fails ?
Answer: 4
What What dete determi rmines nes the pack pack outle outlett temp tempera eratur ture e?
Answer:
y l n O s e s o p r u P g n i n i a r T r o F
5
9
Does the outflow outflow valve valve clos close e ( Manual Manual Mode Mode ) when when DITCHING is selected ? Answer:
What What wil willl happe happen n when when DITC DITCHI HING NG is is sele select cted ed ?
Answer:
10
Can the aircraft be dispatched if the Avionic Skin air in-
let valve fails ? Answer:
Nur zur Schulung
30VU 1 2 3 A / 0 2 3 A / 9 1 3 A
0 0 1 2
NORM
BLOWER
30
30
FAULT OVRD
32 ZONE CONTRL 8HK 93VU P R I M E
ZONE TEMP
Z O N E C O NT R O L
T AND G FAN DISCRETE BLEED INFO WAI INFO
S E C O N D
TO / LANDING INFO ( LGCIU / BSCU ) FOR RAI CLOSURE / OPENING
33 PACK
OFF
FLAP OPEN SIGNAL
29 AFT CABIN
FWD CABIN CKPT
28 27
B I T E
S T O R A G E
M
FROM X FEED DUCT ( MUSCLE AIR )
S S
26
24
TRIM AIR PACK 2
3 25
TRIM OVER PRESS
31
M
TO RAIN REPELLENT
33 PACK
CONTRL 2
CONTRL 1
27HH 96VU
AIR FILTER
7HH 95VU
I N T E RN A L
B U SS E S
P R I M E
M
PACK OVHT COMP DISCH T SNSR
BLEED TEMP SNSR
PACK INLET LOW PRESS RAO / RAI POSIT RAO / RAI DRIVES BPV POSIT AIV SOL WE T SNSR
BITE
M
M S
6
8
1
22
M
12
7
11
14
13
21 FROM PACK 2
15
BITE
COMP OVHT SNSR FCV LIMIT SW RAO / RAI LIMIT SW RAO / RAI POSIT BPV DRIVE BPV POSIT SDAC 1 SDAC 2
S E C O N D
BPV LIMIT SW
AIR M FILTER
17
FCV FEED BACK FCV DRIVE
5
G N I N O I T I D X I N D O N C E P R I P A A
OVRD
TAV POSITION TAPRV LIMIT SW
S E C O N D
CABIN FAN A U T O
FAULT
TO CAB PRESS CONTROLERS
ZONE TEMP DUCT TEMP MIX MANIF TEMP
C C D L
CFDS / AIDS / SDAC / EIU CFDS
P R I M E
PACK NO 1 OFF
MIX MANIF TEMP DUCT OVHT DUCT TEMP SNSR TAV DRIVE TAV LIMIT SW TAV POSITION TAPRV REDU PRESS TRIM FAULT HOT A SW M TAPRV CLOSURE
SDAC / EIU / ECB - APU
EXTRACT A U T O
ENG 2
SELECTED FLOW SELECTED TEMP
APU BLEED VLV OPEN POSITION
ADC
ENG 1
PACK NO 2 ON
B I T E
FAN MONITORING
a G N I s N I n A R a T L h A C I t f N C u H T L E
22VU VENTILATION
4
19
9
23 M M
10
16 18
2
PACK FLOW SNSR WE T SNSR PACK DISCH T SNSR
20
S
BEARBEITER : LTT FRA US / T FN 30. 03.96
Lufthansa Technical Training
ur zSchulung ur Schulung NurNzur
1 2 3 A / 0 2 3 A / 9 1 3 A
3 6 1 2
29 29
29 29
TO AVIONIC VENTILATION SYSTEM
28 27
26
24
SS
25
PRESSURE SWITCH
31
G I N O I T I D X I N D O N C E P R I P A A
MIXER UNIT TEMP SENSORS 24HK, 25HK
Lufthansa Technical Training
ur zSchulung ur Schulung NurNzur
1 2 3 A / 0 2 3 A / 9 1 3 A
0 2 1 2
28 HQ SKIN TEMP SENSOR
VENTILATION BLOWER FAULT OVRD
EXTRACT A U T O
FAULT OVRD
22 HQ SKIN AIR OUTLET VLV
VENTURI
R/H ACCESS DOOR 822
CABIN FAN
A U T O
AFT ACCESS DOOR 824
AIRCRAFT SKIN
ACTUATOR VLV
OFF
M OVHD PANEL CIRCIUT BREAKER
SKIN HEAT EXCHANGER
16 HQ SKIN HEAT EXCHANGER INLET BYPASS VLV
24 HQ SKIN HEAT EXCHANGER ISOL VLV
PANEL
STA 539 / FR 9
TO FWD CARGO COMP UNDERFLOOR AREA
M
COCKPIT TEMP SENSOR HOUSING
18 HQ EXTRACT FAN
1 WA SMOKE DETECTOR
30 HQ PRESS SWITCH EXTRACT FAN ( P < 1.7 HPA )
F/O PANEL WINDOW CONTR
BATTERY
BATTERY ADIRS 3
AEVC
10HQ 88VU
CENTER PANEL
ADIRS 2 TR
PEDESTEL PANEL
TR
20 HQ BLOWER FAN
90 VU
PILOT PANEL
FWD ACCESS DOOR 811
E/R RADAR
E/R RADAR
WINDOW CONTR
MAIN AVIONICS RACK 80 VU
AIR COND COCKPIT SUPPLY DUCT
M
L/H ACCESS DOOR 812
ADIRS 1
M
2081 HM 2082 HM 2083 HM AIR FILTER & DEMISTER
SKIN HEAT EXCHANGER
17 HQ PRESS SWITCH BLOWER FAN ( P < 1.7 HPA )
G N I N O I T I D X I N D O N C E P R I P A A
2140 HM CHECK VLV
21 HQ COND AIR INLET VLV
2150 HM CHECK VLV 23 HQ SKIN HEAT EXCHANGER OUTLET BYPASS VLV
15 HQ SKIN AIR INLET VLV
26 HQ DUCT TEMP SENSOR ( 62 C )
19 HQ PRESS SWITCH BLOWER FAN ( P < 1.7 HPA )
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A/C ID . D - AI RA
1 2 3 A / 0 2 3 A / 9 1 3 A
6 2 1 2
D ATE 16FEB
GMT 0520
FLTN LH3343
C ITY L HB P
PA IR E DDF
CFDS
SYSTEM REPORT / TEST
MCDU MENU
MAINTENANCE POST FLIGHT REPORT
FMGC
LAST
LEG REPORT
ACARS
LAST
LEG ECAM REPORT
AIDS
PREVIOUS
CFDS
A
RETURN
LEGS REPORT
A/C ID . D - A IRA
D ATE 15FEB
GMT 1828/ 1953
FLTN LH3343
CI T Y LHB P
PAI R E DDF
ECAM WARNING MESSAGES
REPORT / TEST
RETURN
POST FLT REP
FUEL
AFS
/ C CURRENT STATUS
SYSTEM
F / CTL
AIRCOD
GMT 1 95 95 6
PRINT
PH 09
ATA 2 1 - 26 V E NT NT B L OW OW ER ER FA U LT
ICE & RAIN
COM ELEC
INST
FIRE
L/G
PROT
NAV
RETURN
SELECT DESIRED SYSTEM FAILURE MESSAGES BRT PERF
GMT 1 95 95 0
I NIT
PH 06
ATA 2 1 - 26 26 - 5 3 B L OW ER ER FA FA N 2 0H 0H Q
MCDU MENU NEXT PAGE
AEVC LAST
LEG REPORT
CAB
SYSTEM REPORT / TEST AIR COND PRESS CONT 1
TEST
CAB
PRESS CONT 2
CLASS 3 FAULTS
CAB
TEMP CONT
AEVC
a s n a h t f u L
G N U L U H C S E H C S I N H C E T
RETURN
AEVC LAST LEG REPORT GMT
TESTS : WITH WITH CFDS CFDS - TASK TASK 21 - 26 - 00 - 710 710 - 001 WITHOUT CFDS - TASK 21 - 26 - 00 - 710 - 001 - 001
AEVC TEST
IN PROGRESS 60 - 90 SEC
PRINT
PRINT
RETURN
TESTED ELEMENTS : -
AEVC TEST
CONTROLLER CONTROLLER VALVES FANS FANS SENSORS SENSORS DETECTORS DETECTORS
TEST PROGRAMM ( 60 to 90 SEC )
BLOWER FAN 20HQ 21 - 26 - 51 END OF TEST ( TEST OK )
RETURN
OUTLET BYPASS V 23HQ
- AIRCRAFT ON ON GRD - ELECTRICAL PWR ON - NO AIR SUPPLY - AEVC VENT P / B’s AUTO - NO DITCHING SWITCHED ON
60 TO 90 SEC
G N I N O I T I D X I N D O N C E P R I P A A
AEVC CLASS 3 FAULTS
TEST CONFIGURATION :
ATA
BLOWER FAN 20HQ 1956 21 - 26 - 51
RETURN
RETURN
TEST 1 : OPEN CONFIGURATION
PRINT
- DRIVING AND CHECKING OF VALVES IN OPEN CONFIGURATION WITH FANS STOPPED AND COND AIR VALVE OPEN . - ACTIVATION AND CHECKING OF SENSORS, DETECTORS AND DISCRET SIGNAL TO THE SDAC‘s - CHECKING OF SIGNALS PRESENT PRESENT FROM PRESSURE SWITCHES, SENSORS AND DETECTORS - FANS DRIVING AND DISCRET SIGNAL DEACTIVATIONS
TEST 2 : CLOSED CONFIGURATION TEST 3 : PARTIALLY OPEN CONFIGURATION
21 - 26 - 55
RETURN
PRINT
TABLE OF CONTENTS
ATA 21 AIR CONDITIONING . . . . . . . . . . . . . . . . . .
1
21-00
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIR CONDITIONING GENERAL . . . . . . . . . . . . . . . . . . . . .
2 2 4
21-00
PANEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIR COND. PANEL 30VU . . . . . . . . . . . . . . . . . . . . . . . . . . . AIR COND. PANEL 30VU . . . . . . . . . . . . . . . . . . . . . . . . . . . A321 DI DIFFERENCES ON ON AI AIR CO COND, PA PANEL 30 30VU . . . ECAM BLEED PAGE DESCRIPTION . . . . . . . . . . . . . . . . ECAM BLEED PAGE DESCRIPTION . . . . . . . . . . . . . . . . ECAM WARNIGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6 6 8 10 12 14 16
21-00
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIR COND. BASIC SCHEMATIC DESCRIPTION . . . . . . AIR COND. BASIC SCHEMATIC DESCRIPTION . . . . . .
20 20 22
21-50
AIR COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIR COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
24 24
21-51
FLOW CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLOW CONTROL COMPONENTS . . . . . . . . . . . . . . . . . . PACK FLOW CONTROL VALVE DESCRIPTION . . . . . . .
26 26 28
21-52
AIR COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . PACK NORMAL OPERATING MODE . . . . . . . . . . . . . . . . ABNORMAL PACK OPERATIONS . . . . . . . . . . . . . . . . . . . AIR COOLING COMPONENTS . . . . . . . . . . . . . . . . . . . . . AIR COOLING COMPONENTS . . . . . . . . . . . . . . . . . . . . . WATER EXTRACTION LOOP COMPONENTS . . . . . . . . WATER EXTRACTION LOOP COMPONENTS . . . . . . . .
30 30 32 32 34 36 38 40
21-61 PACK TEMPERATURE CONTROL . . . . . . . . . . . . . . . . . . . . . . . DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . PACK INLET PRESS.- AND BLEED TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BYPASS VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COMPRESSOR DICHARGE TEMP. SENSOR COMPRESSOR OVERHEAT TEMP. SENSOR COM COMPRE PRESSOR SSOR PNE PNEUMA UMATIC OVER OVERH HEAT EAT SEN SENSOR SOR . . COMPRESSOR DISCHARGE SENSORS LOGIC . . . . . WATER EXTRACTOR TEMP. SENSOR PACK DISCHARGE TEMP. SENSOR . . . . . . . . . . . . . . . . PACK TEMPERATURE COMPONENTS . . . . . . . . . . . . . . PACK TEMPERATURE COMPONENTS . . . . . . . . . . . . . . PACK TEMPERATURE COMPONENTS . . . . . . . . . . . . . . PACK TEMPERATURE COMPONENTS . . . . . . . . . . . . . . PACK TEMPERATURE COMPONENTS . . . . . . . . . . . . . .
52 54 56 58 60 62
21-63
ZONE TEMP. CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZONE TEMPERATURE CONTROL DESCRIPTION . . . . TRIM AIR PRESS. REGULATING VALVE . . . . . . . . . . . . . DUCT OVERHEAT DETECTION AND ACTION . . . . . . . . HOT AIR PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . TRIM AIR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUCT TEMP.- AND DUCT OVERHEAT SENSORS . . . . ZONE TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . ZONE TEMPERATURE SELECTOR . . . . . . . . . . . . . . . . . MIXER UNIT TEMPERATURE SENSOR . . . . . . . . . . . . . ZONE CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
64 64 66 68 70 72 74 76 78 80 82
21-60
TEMPERATURE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . ZON ZONE TEM TEMPE PER RATUR TURE CON CONTR TRO OL INT INTRO RODU DUC CTION TION . . NORMAL ZONE TEMP. CONTROL DESCRIPTION . . . . BACK UP ZONE TEMP. CO CONTROL DE DESCRIPTION . . . . NORMAL PACK TEMP. CONTROL DESCRIPTION . . . . BACK UP PACK TEMP. CONTROL DESCRIPTION . . . .
84 84 86 88 90 92
21-63
TEMP. CONT. SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . CFDS SYSTEM REPORT/TEST . . . . . . . . . . . . . . . . . . . . . CFDS SYSTEM REPORT / TEST . . . . . . . . . . . . . . . . . . .
94 94 96
21-55
EMERGENCY RAM AIR INLET . . . . . . . . . . . . . . . . . . . . . . . DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMERGENCY RAM AIR INLET OPERATION . . . . . . . . .
98 98 100
42 42 44 46
48 50
TABLE OF CONTENTS 21-20
AIR DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MIXING UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CABI CABIN N RECI RECIRC RCUL ULA ATION TION FAN FAN AND AND REC RECIR IRC. C. F FIL ILTE TER R . COCKPIT AIR DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . PASSENGER CABIN AIR DISTRIBUTION . . . . . . . . . . . . CABIN RECIRCULATION FANS CONTROL . . . . . . . . . . . CABIN RECIRCULATION FANS OPERATION . . . . . . . . .
1 02 102 104 104 106 1 08 110 112
21-23
LAVATORY AND GALLEY VENTILATION . . . . . . . . . . . . . . GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . LAV LAVATORY TORY & GALL GALLEY EY VENT VENTIL ILA ATION TION OPER OPERA ATION TION . . .
114 114 116
21-24
INIVIDUAL AIR DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . INDIVIDUAL AI AIR DISTRIBUTION DESCRIPTION . . . . .
118 118
21-42
DOOR AREA HEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . OPERATION / CONTOL AN A ND INDICATION . . . . . . . . . . .
12 0 120 122
21-28
CARGO COMPARTMENT VENTILATION . . . . . . . . . . . . . . DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CARGO COMPT. VENT. CO C OMPONENTS . . . . . . . . . . . . CARGO COMPT. VENTILATION OPERATION . . . . . . . . CARGO CARGO COMPA COMPARTME RTMENT NT DESCRIPTIO DESCRIPTION N A 319 319 / A 321 321
1 24 124 126 128 130
21-26
AVIONICS EQUIPMENT VENTILATION . . . . . . . . . . . . . . . . DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AEVC CO CONTROL-WARNINGS AND CAUTIONS . . . . . . AVION VIONIC ICS S EQU EQUIP IPME MENT NT VENT VENTIL ILA ATION TION OPER OPERA ATION TION . . AEVC SYSTEM SCHEDULE . . . . . . . . . . . . . . . . . . . . . . . . OPEN CIRCUIT CONFIGURATION . . . . . . . . . . . . . . . . . . CLOSED CIRCUIT CONFIGURATION . . . . . . . . . . . . . . . PARTIALLY OPEN CONFIGURATION . . . . . . . . . . . . . . . . ABNORMAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . SMOKE DRILL CONFIGURATION . . . . . . . . . . . . . . . . . . . COMPONENT DESCRIPTIONS . . . . . . . . . . . . . . . . . . . . . COMPONENT DESCRIPTIONS . . . . . . . . . . . . . . . . . . . . . COMPONENT DESCRIPTIONS . . . . . . . . . . . . . . . . . . . . . COMPONENT DESCRIPTIONS . . . . . . . . . . . . . . . . . . . . .
132 132 134 136 136 136 138 140 142 144 146 148 150 152 154
COMPONENT DESCRIPTIONS . . . . . . . . . . . . . . . . . . . . . COMPONENT DESCRIPTIONS . . . . . . . . . . . . . . . . . . . . .
156 158
21-26
CFDS OF AEVC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . SYSTEM REPORT/TEST AEVC . . . . . . . . . . . . . . . . . . . . .
16 0 160
21-30
PRESSURIZATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1 62 162
21-31
PRESSURE CONTROL AND MONITORING . . . . . . . . . . . . CABIN PRESS PANEL DESCRIPTION . . . . . . . . . . . . . . . ECAM CAB PRESS PAGE DESCRIPTION . . . . . . . . . . . . ECAM CRUISE PAGE DESCRIPTION . . . . . . . . . . . . . . . SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTOMATIC OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . SEMI - AUTOMATIC OPERATION . . . . . . . . . . . . . . . . . . . MANUAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPERATION IF THERE IS A FAILURE . . . . . . . . . . . . . . . PRESSURE SCHEDULES AND RATE LI LIMITS . . . . . . . . GROUND MODE ( GN ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAKE-OFF MODE (TO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLIMB MODE (CE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRUISE MODE (CR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESCENT MODE (DE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ABORT MODE (AB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16 4 164 166 166 168 168 168 168 168 170 170 170 170 170 170 170
21-31
PRESSURE CONTROL COMPONENTS . . . . . . . . . . . . . . . PRESSURE CONTROLLERS . . . . . . . . . . . . . . . . . . . . . . . SYSTEM CONTROL INTERFACES . . . . . . . . . . . . . . . . . . OUTFLOW VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAFETY VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
172 1 72 172 174 176
21-30
CFDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CFDS CPC SYSTEM REPORT/TEST . . . . . . . . . . . . . . . . PRESSURIZATION TEST OF THE FUSELAGE . . . . . . .
178 178 180
STUDENT RESPONSE QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . SELF EXAMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1 87 187
TABLE OF FIGURES Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 Figure 13 13 Figure 14 Figure 15 Figure 16 Figure 17 Figure 18 Figure 19 Figure 20 Figure 21 Figure 22 Figure 23 23 Figure 24 Figure 25 25 Figure 26 26 Figure 2 7 Figure 28 Figure 29 Figure 30 30 Figure 31 Figure 32 Figure 33 33 Figure 34 Figure 35 35
IIn ntroduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Simplified Air Conditioning Schematic . . . . . . . . . . . . . . . . Air Conditioning Panel 30 VU . . . . . . . . . . . . . . . . . . . . . . . Air Conditioning Panel 30 VU . . . . . . . . . . . . . . . . . . . . . . . A321 Air Conditioning Panel . . . . . . . . . . . . . . . . . . . . . . . . ECAM Bleed Page (Pack Flow and Cooling ) . . . . . . . . . . ECAM Cond. Page (Temperature Control) . . . . . . . . . . . . Warnings and Cautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rear C/B Panel 122 VU . . . . . . . . . . . . . . . . . . . . . . . . . . . . Overhead C/B Panel 49VU . . . . . . . . . . . . . . . . . . . . . . . . Air Conditioning Basic Schematic . . . . . . . . . . . . . . . . . . . Air Conditioning Basic Schematic . . . . . . . . . . . . . . . . . . . Air Conditioning Co Compartment / Components . . . . . . . . Flow Control Components . . . . . . . . . . . . . . . . . . . . . . . . . Pack Flow Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . Air Cooling System Components . . . . . . . . . . . . . . . . . . . Pack Cooling Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . Primary and Main Heat Exchanger . . . . . . . . . . . . . . . . . Air Cycle Machine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reheater / Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . Water Extractor / Water Injector . . . . . . . . . . . . . . . . . . . . Component Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pack Inlet Press.- and Bleed Temp. Sensor . . . . . . . . . Bypass Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compressor Discharge Temp. Sensors . . . . . . . . . . . . . . Compressor Discharge Sensor Logic . . . . . . . . . . . . . . . Water Extr.-and Pack Discharge Temp.Sensor . . . . . . . Anti Ice Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pack Outlet Pneumatic Sensor . . . . . . . . . . . . . . . . . . . . . Anti Ice Valve Operation Description. . . . . . . . . . . . . . . . Ram Air Inlet/Outlet Actuator . . . . . . . . . . . . . . . . . . . . . . Pack Controller Location . . . . . . . . . . . . . . . . . . . . . . . . . . Zone Temperature Control Schematic . . . . . . . . . . . . . . . Trim Air Press. Regulating Valve . . . . . . . . . . . . . . . . . . . Duct Overheat Detection and Action Logic . . . . . . . . . . .
3 5 7 9 11 13 15 17 18 19 21 23 25 27 29 31 33 35 37 39 41 43 45 47 49 51 53 55 57 59 61 63 65 67 69
Figure 36 Figure 37 Figure 38 38 Figure 39 39 Figure 40 Figure 41 41 Figure 42 Figure 43 43 Figure 44 Figure Figure 45 Figure 46 Figure Figure 47 Figure 48 Figure 49 Figure 50 Figure 51 51 Figure 52 Figure 53 53 Figure 54 Figure 55 55 Figure 56 Figure 57 Figure 58 58 Figure 59 59 Figure 60 Figure 61 61 Figure 62 Figure 63 63 Figure 64 64 Figure 65 65 Figure 66 66 Figure 67 67 Figure 68
Hot Air Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Trim Air Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Duct Temperature-and Overheat Sensors . . . . . . . . . . . 75 Cockpit and Cabin Zone Temp. Sensors . . . . . . . . . . . . . 77 Zone Temperature Selectors . . . . . . . . . . . . . . . . . . . . . . . 79 Mixer Unit Temperature Sensor (2) . . . . . . . . . . . . . . . . . 81 Zone Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 Temp. Control Simplified Schematic . . . . . . . . . . . . . . . . 85 Zone Controller Normal Operation Mode ( primary ) . . 87 Zone Zone Contr Controll oller er Back Back Up Operat Operation ion Mod Mode e ( secon secondar dary y ) . .. . .. . 89 Pack Controller Normal Operation Mode ( primary ) . . 91 Pack Pack Contr Controll oller er Back Back Up Operat Operation ion Mod Mode e ( senco senconda ndary ry ) . . . . . . 93 CFDS CAB. TEMP. CONTR. Menu . . . . . . . . . . . . . . . . 95 CFDS CAB. TEMP. CONTR. Menu . . . . . . . . . . . . . . . . . 97 Emergency Ram Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . 99 Emergency Ram Air Inlet Operation . . . . . . . . . . . . . . . . 101 Mixer Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103 Cabin Recirculation System Components . . . . . . . . . . . . 105 Cockpit Air Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107 Passenger Cabin Air Distribution . . . . . . . . . . . . . . . . . . . 109 Cabin Fan Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111 Cabin Recirculation Fans Electrical Schematic . . . . . . . 113 Lavatory and Galley Ventilation Schematic . . . . . . . . . . . 115 Lavatory & Galley Ventilation Control . . . . . . . . . . . . . . . 117 Individual Air Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . 119 Door Area Heating Component Location . . . . . . . . . . . . 121 Door Area Heating Control . . . . . . . . . . . . . . . . . . . . . . . . 123 Cargo Compt. Ventilation System . . . . . . . . . . . . . . . . . . 125 Cargo Compt. Vent. and Cooling Components . . . . . . . 127 Cargo Compt. Ventilation Operation Logic . . . . . . . . . . . 129 Cargo Compartment Location ( A319 / A 321 ) . . . . . . . 131 Avionics Equipment Ventilation Schematic . . . . . . . . . . . 133 AEVC - ECAM Display . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
TABLE OF FIGURES Figure 69 Figure 70 Figure 71 Figure 72 Figure 73 Figure 74 Figure 75 75 Figure 76 76 Figure 77 77 Figure 78 78 Figu Figure79 re79 Figu Figure80 re80 Figure 81 Figure 82 Figure 83 83 Figure 84 Figure 85 Figure 86 Figure 87 Figure 88 Figure 89 Figure 90 Figure 91 Figure 92 Figure 93 Figure 94 Figure 95 Figure 96 Figure A Figure B Figure C Figure D
AEVC System Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . Open Circuit Configuration . . . . . . . . . . . . . . . . . . . . . . . . Closed Circuit Configuration . . . . . . . . . . . . . . . . . . . . . . . Partially Open Configuration . . . . . . . . . . . . . . . . . . . . . . . Blower Fault or Extract Fault . . . . . . . . . . . . . . . . . . . . . . . Smoke Drill Configuration . . . . . . . . . . . . . . . . . . . . . . . . . AEVC Computer and Blower/Extract Fan . . . . . . . . . . . . Skin Heat Exch. & Skin Temp. Sensor . . . . . . . . . . . . . . Skin Air Inlet- and Skin Air Outlet Valve . . . . . . . . . . . . . Demister Filter & AEVC Sytem Valves . . . . . . . . . . . . . . Skin Skin Exch. xch. Outle utlett Byp Bypas ass s Val Valve ve & AEV AEVC C Ch Check eck Val Valve ves s Pres Press. s. Switc witch, h, Duct uct Temp. mp. Senso ensorr & Smoke moke Dete Detect ctor or . CFDS AEVC MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ge General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure Controls and Indications . . . . . . . . . . . . . . . . . . ECAM Cab. Press. & Cruise Page . . . . . . . . . . . . . . . . . . Pressurization Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressurization Flight Profile . . . . . . . . . . . . . . . . . . . . . . . . Pressure Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Outflow Valve (10HL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Safety Valves (6HL and 7HL) . . . . . . . . . . . . . . . . . . . . . . CFDS CPC MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A319 AMM EXAMPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . A319 AMM EXAMPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . A319 AMM EXAMPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . A319 AMM EXAMPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . A319 AMM EXAMPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . A319 AMM EXAMPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Conditioning Basic Schematic . . . . . . . . . . . . . . . . . . . . Trim Air Supply Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . Avionics Ventilation System Schematic . . . . . . . . . . . . . . . Avionincs Ve Ventilation Sy System Tr Trouble - Shooting . . . . . . .
137 139 141 143 145 147 149 151 153 155 157 157 159 159 161 163 165 167 169 171 173 175 177 179 181 182 183 184 185 186 188 189 190 191